Debris retention

ABSTRACT

A fan blade containment system is arranged to surround a fan including a plurality of fan blades in a gas turbine engine for an aircraft. The fan blade containment system includes a composite fan case arranged to surround the fan; and a metallic insert mounted on the composite fan case and including a metallic hook arranged to prevent forward debris release should all or part of a fan blade become detached from the fan.

The present disclosure relates to containment of debris generated on fanblade failure within a turbine engine, and more specifically to a debriscontainment system arranged for use with a composite fan case. Thecontainment system may allow any such debris to be retained within theboundary of the engine. The engine may be a gas turbine engine of anaircraft.

The skilled person will appreciate that gas turbine engines for aircraftare required by regulations to feature a system that contains a fanblade should it fail and be released from the fan rotor. The presentdisclosure may therefore be of particular utility for aircraft engines.The released fan blade may be referred to as a “released blade” or a“failed blade”.

In known examples, the fan containment system may comprise a plain orribbed metallic casing, or a plain or isogrid Kevlar® wrapped casing.The weight of the fan case assembly may account for between 5 and 10% ofthe engine weight.

In order to absorb the high energies generated following fan bladefailure, the fan case materials are generally selected for high strengthand/or high ductility. The fan case generally comprises materials suchas aluminium with Kevlar® wrapping, carbon fibre composites, ribbedArmco® or ribbed titanium to withstand the force generated by a releasedfan blade.

Management of debris generated during the release of a fan blade mayreduce the chance of the blade being deflected off the containmentsystem and becoming a potential hazard to the airframe. In particular,forward release of debris is intended to be minimised or avoided.

According to a first aspect, there is provided a fan blade containmentsystem arranged to surround a fan comprising a plurality of fan bladesin a gas turbine engine for an aircraft. The fan blade containmentsystem comprises a composite fan case arranged to surround the fan; anda metallic insert mounted on the composite fan case.

The metallic insert comprises a metallic hook. The metallic hook isarranged to prevent forward debris release should all or part of a fanblade become detached from the fan.

Forward axial motion of debris, resulting in forward release, isgenerally more likely to damage the aircraft than rear axial release.

The skilled person will appreciate that metal can be machined orotherwise shaped to provide specific features, potentially more easilythan a composite can be formed into the relevant shapes, and/or withgreater strength of the resultant part.

The metallic hook may extend around the circumference of the fan case,so providing a fence with a rearwardly-directed lip (i.e. a directionopposed to the flight direction/towards the back of the engine). Thehook may comprise a fence extending inwardly around the innercircumference of the fan case and the rearwardly directed lip may extendfrom the fence at a radial position spaced from the fan case, forexample at or near an inner edge of the fence. In a fan blade-off event,a blade tip or other edge of a failed blade or blade part may be forcedunder the lip; the hook may therefore arrest forward motion of the bladeor blade part.

Embodiments may allow for capturing typical debris generated during fanblade failure events within the boundary of the engine.

The skilled person will appreciate that embodiments of the presentdisclosure may be of particular utility for part-blade or part-enginespeed release conditions that are outside of current containmentregulations. In particular, lower speed blades (due to a lower rotorspeed on failure) or smaller blade fragments (when a blade is brokenpart-way along its length) may not strike a lining of a fan case ofknown examples with sufficient force to pass through the liner and beretained (and may instead bounce off), whereas the hook provided by thepresent disclosure may capture/arrest forward motion of the blade orblade fragment across a wide range of speeds and sizes. A minimum impactforce for the fan containment system to operate may therefore be loweras compared to various known examples.

The ability to capture debris may therefore be insensitive to enginepower conditions or blade failure height.

The skilled person will appreciate that use of a metallic insert withinthe composite fan case may allow the use of hook features which may notbe practical to form directly into the composite fan case. Theincorporation of one or more hooks may then facilitate the incorporationof trap door liner systems within the fan case, as described below. Thetrap door(s) may move or break during fan blade interaction and allowengagement of debris into the hooks so that the debris has its forwardmotion arrested, and optionally is captured.

The metallic insert may be arranged to be mounted on the fan case so asto extend forward of a forward edge of the fan case. In suchembodiments, the metallic insert may comprise an outwardly-directed lipat its forward edge, so providing a front flange. The skilled personwill appreciate that a front flange of a composite fan case may be arelatively weak point, and that replacing or reinforcing the compositefront flange with a front flange of the metallic insert may improvestrength.

In embodiments in which the composite fan case and the metallic insertboth comprise a front flange, the front flange of the metallic insertmay be arranged to lie against and in front of the composite frontflange. The front flange of the metallic insert may serve to facilitatealignment of the metallic insert with the fan case for mounting.

The metallic insert may be mounted on the composite fan case by means ofan adhesive layer. The type of adhesive and/or adhesive thickness may beselected to allow for different thermal expansions of the metallicinsert and the fan case. The adhesive layer may account for differencesin the Coefficients of Thermal Expansion between the metallic insert andthe composite fan case. One or more through-case fasteners (e.g. bolts)may be used in addition to, or instead of, the adhesive. The fastenersmay be arranged to accommodate some relative expansion/contraction ofthe insert and fan case.

The metallic insert may comprise only the one (first) metallic hook(i.e. there may be no second hook).

The first metallic hook may be arranged to be located adjacent to andforward of the fan blade tips (an aft hook). The skilled person willappreciate that this position may facilitate release blade capture (i.e.capture/arrest of forward movement of a first blade to bedamaged/released). The metallic hook may be located a set distance infront of the fan blades. The set distance may be determined based onblade shape and height, amongst other factors.

The skilled person will appreciate that the first hook may be positionedanywhere between the leading edge tip position to, for example, five tofifteen centimetres forward of this (depending on engine size),dependent on several attributes such as blade span, chord and bladeshape and the maximum, minimum and/or typical speed(s) of the fan. Thefirst hook may be located near/adjacent and forward of the fan, and moreparticularly near/adjacent and forward of the leading edge tip of thefan.

The first metallic hook may be arranged to be located further forward (afore hook), spaced from the fan blade tips, for example being at oradjacent a forward edge of the fan case. The skilled person willappreciate that this position may facilitate trailing blade capture(i.e. capture/arrest of forward movement of a second or further blade,impacted by the release blade or a previously-released trailing blade).The skilled person will appreciate that typical impact angles and howthe blades are seated mean that trailing blades usually travel furtherforwards, hence a forward hook location may be better suited tocapturing trailing blades/blade parts. The forward hook location may besuited to capturing metalwork, e.g. leading edge metalwork, peeled offcomposite blades. The metallic hook may be located a set distance infront of the fan blades. The set distance may be determined based onblade shape and how metalwork is bonded to the blade, amongst otherfactors.

In alternative embodiments, the metallic insert may comprise twometallic hooks. The second metallic hook may be a fore hook (e.g. fortrailing blade debris), and may be located forward of the first metallichook, which may be an aft hook (e.g. for release blade debris).

Each metallic hook may be arranged to prevent forward debris releaseshould all or part of a fan blade become detached from the fan. Thefirst, aft, hook may be arranged for release blade/blade-part captureand the second, fore, hook may be arranged for trailing blade/blade-partcapture. The captured blade or blade part may then move rearward, e.g.being drawn by the rotor—the skilled person will appreciate that rearescape of blade debris may be acceptable, and may be much less likely tocause damage to the aircraft than forward escape.

The skilled person will appreciate that a position for the second hookmay be selected dependent on several attributes of the (trailing) blade,such as blade span, chord and blade shape and the maximum, minimumand/or typical speed(s) of the fan. The second hook may be located at ornear a forward edge of the fan case. The second hook may be located, forexample, ten to fifty centimetres forward of the first hook, dependenton engine size. The skilled person will appreciate that, in embodimentsin which the only (first) hook is a fore hook, the same considerationsas described here for the second hook would apply to the first hook.

The metallic insert may be arranged to be mounted on an inner surface ofthe composite fan case.

The fan blade containment system may further comprise one or more trapdoors.

The fan blade containment system may further comprise a first trap door.The first trap door may be at least partially mounted on the metallicinsert. The first trap door may extend rearwardly from a region of thefirst hook. The first trap door has a forward edge and a rearward edge.The forward edge may be arranged to move outward/upward (towards the fancase) when or if struck so as to provide access to a hook, allowing theblade or blade part that struck the trap door to engage the hook.

The first trap door may be arranged to be detachably connected,optionally to the metallic insert, in the region of its forward edge.The first trap door may be arranged to be detachably connected to thefirst metallic hook at the forward edge region of the first trap door. Aspace (or a compressible region of e.g. the first trap door) may beprovided between a forward region of the first trap door and the fancase to facilitate movement toward the fan case if struck (if load onthe front panel induced by being struck meets or exceeds a setthreshold/if struck hard enough—the skilled person will appreciate thatthe trap doors of various embodiments are arranged to respond to bladedebris impacts and may be unaffected if struck with lower forces).

The first trap door may be arranged to bend or break if or when struckby a fan blade or fan blade part such that the forward region of thefirst trap door can move towards the fan case (e.g. with no movement, oronly minimal movement, of the rearward region).

Alternatively or additionally, the first trap door may be arranged to bedetachably connected, optionally to the metallic insert, in the regionof its rearward edge. The detachable connection at the rearward edgeregion of the first trap door in such embodiments may allow the firsttrap door to move outwards relative to an engine core (upwards in theorientation shown in the Figures/towards the fan case), so allowing afailed blade to be captured by the metallic hook whether or not the trapdoor panel itself breaks or bends.

Alternatively or additionally, the first trap door may be arranged to bepivotally connected, optionally to the metallic insert, in the region ofits rearward edge. The pivotal connection at the rearward edge region ofthe first trap door in such embodiments may allow the first trap door toswing outwards relative to an engine axis (upwards in the orientationshown in the Figures/towards the fan case), so allowing a failed bladeto be captured by the metallic hook.

Alternatively or additionally, the first trap door may be arranged to berigidly connected, optionally to the metallic insert, in the region ofits rearward edge, for example in a cantilever-type arrangement.

The first trap door may be arranged to be detachably connected at itsforward edge region, optionally to the metallic insert, for example by afrangible connector. The frangible connector may be arranged to break inresponse to pressure applied by a released blade or blade fragment. Thedetachable/frangible connection may be arranged to fail when struck by afailed blade or blade part. The strength of the detachable/frangibleconnection may be selected, e.g. based on a minimum expected impactforce for a fan blade-off event. The skilled person will appreciate thatthe impact force is affected by rotor speed and size of the detachedblade portion, amongst other factors. The same features may apply to therearward connection in embodiments with a detachable rearwardconnection.

The first trap door may be located adjacent and rearward of the firstmetallic hook, such that a blade or blade part impacting the first trapdoor may be arrested by the first metallic hook. The fan bladecontainment system may comprise only one trap door, or no trap doors,even in embodiments with multiple hooks.

The fan blade containment system may further comprise a second trapdoor. The second trap door may be the only trap door in someembodiments. The second trap door may be at least partially mounted onthe metallic insert. The second trap door may extend rearward from aregion of the second hook. The second trap door has a forward edge and arearward edge. The forward edge may be arranged to move outward/upwardwhen struck so as to provide access to a hook, allowing the blade orblade part that struck the trap door to engage the hook. A space (or acompressible region) may be provided between the forward edge region ofthe second trap door panel and the fan case to facilitate the movement.

The second trap door may be arranged to be detachably connected,optionally to the metallic insert, in the region of its forward edge.

The second trap door may be arranged to bend or break when struck by afan blade or fan blade part such that the forward region of the secondtrap door can move towards the fan case.

The second trap door may be arranged to be pivotally and/or detachablyconnected, optionally to the metallic insert, in the region of itsrearward edge, as for the first trap door.

The second trap door may be located adjacent and rearward of the secondmetallic hook, such that a blade or blade part impacting the second trapdoor may be arrested by the second metallic hook.

The second trap door may be arranged to be detachably connected to thesecond metallic hook at the forward edge of the second trap door.

As for the first trap door, the second trap door may be arranged to bedetachably connected, optionally to the metallic insert, by a frangibleconnector. The frangible connector may be arranged to break in responseto pressure applied by a released blade or blade fragment. Thedetachable/frangible connection may be arranged to fail when struck by afailed blade or blade part. The strength of the detachable/frangibleconnection may be selected based on a minimum expected impact force fora fan blade-off event. The skilled person will appreciate that theimpact force is affected by rotor speed and size of the detached bladeportion, amongst other factors.

The skilled person will appreciate that expected impact forces maydiffer for different trap door locations in the same engine, and thatthe strength of the frangible connector may therefore differ between thefirst and second trap doors.

The skilled person will appreciate that various improvements in bladedesign have reduced blade effectiveness at penetrating fan case liners,so reducing the chance of a released blade or blade part being arrestedby a liner instead of bouncing off, especially if that blade or bladepart is released at part-speed, making known examples relying onpenetration of the liner less likely to arrest forward motion of bladedebris. The use of trap doors may therefore allow the released blade orblade part to pass through the liner and/or move the liner and becontained by the hook even with minimal or no damage to the liner.

The skilled person will appreciate that the presence of one or morehooks may prevent forward debris release by arresting forward motion offailed blades or blade parts. The skilled person will appreciate thatthe presence of one or more trap doors may improve performance of thesystem in part-blade and/or part-speed release, because the energy islower, and thus the slow blade or “part blade” is more likely to skipover the casing and be released forward, rather than penetrating theliner, if there is no trap door.

The metallic insert may be mounted on the composite fan case by means ofone or more through-case fasteners, such as bolts. The one or morethrough-case fasteners may be located adjacent and forward of themetallic hook, for example being adjacent and forward of the aft hook.The one or more through-case fasteners may be located towards the frontand/or rear of the metallic insert. The one or more through-casefasteners may be located towards the rear of the metallic insert, forexample located adjacent the aft/rearmost hook. The one or morethrough-case fasteners may be used alone or in addition to an adhesiveand/or other fastening means.

The metallic insert may comprise an outer/base portion arranged to lieadjacent an inner surface of the fan case. The base portion may supportthe hooks. The base portion may facilitate connection of the insert tothe fan case. The base portion may protect the composite fan case fromimpacts from blade debris or other debris within the fan case.

In embodiments with two hooks, the base portion may extend between thehooks.

The base portion may comprise a portion extending rearwardly from the(rear) metallic hook, which may be described as an extension or as aprotection portion. The skilled person will appreciate that the regionof the fan case behind a hook positioned to capture failed blades isadjacent blade tips in normal use, and that the fan case may be damagedby tip rub (e.g. following uneven expansion in use). The protectionportion may therefore serve to protect the fan case from tip rub and/orfrom foreign body or blade/blade part impacts in that region. Theextension may also provide additional support for the hooks; inparticular for the aft hook.

According to a second aspect, there is provided a gas turbine engine foran aircraft comprising:

-   -   a fan comprising a plurality of fan blades; and    -   a fan blade containment system as described with respect to the        first aspect surrounding the fan.

According to a third aspect, there is provided a metallic insertarranged to be mounted on a composite fan case surrounding a fancomprising a plurality of fan blades in a gas turbine engine for anaircraft. The metallic insert is arranged to prevent forward debrisrelease should all or part of a fan blade become detached from the fan.

The metallic insert may comprise a first metallic hook arranged toprevent forward debris release should all or part of a fan blade becomedetached from the fan. The first metallic hook may be arranged tocapture failed blades (including blade parts).

The metallic hook may comprise a fence extending around an innercircumference of the fan case, the fence extending inwardly from the fancase.

The metallic hook may comprise a lip extending rearwardly from thefence. The lip may be spaced inwardly from the inner circumference ofthe fan case; for example extending from an inner edge region of thefence.

The skilled person will appreciate that “rearward” is defined withrespect to a front and back of the engine in use (i.e. “rearward”indicates a direction opposed to the flight direction).

The lip may be oriented (at least substantially) parallel to the axis ofthe fan case/the engine.

The fence may be oriented (at least substantially) radially.

The lip may extend from an inner region of the fence, and optionallyfrom an inner edge of the fence.

The hook may be curved or angled where the lip and fence meet.

The metallic insert may further comprise a second metallic hook arrangedto prevent forward debris release should all or part of a fan bladebecome detached from the fan, the second metallic hook being locatedforward of the first metallic hook. The second metallic hook (alsoreferred to as a fore hook) may be arranged to capture trailing bladesand/or metalwork (e.g. leading edge metalwork) separated from acomposite blade (e.g. due to bird-strike).

The metallic insert may further comprise (e.g. have mounted thereon) afirst trap door having a forward edge and a rearward edge. The firsttrap door may not be metallic. The first trap door may be detachablyconnected, optionally to the metallic insert, in the region of itsforward edge. The first trap door may be arranged to be detachablyconnected to the (first) metallic hook at the forward edge region of thefirst trap door.

The first trap door may be arranged to bend or break so as to allow aforward region of the first trap door to move toward the fan case whenstruck.

The first trap door may be arranged to be pivotally and/or detachablyconnected, optionally to the metallic insert, in the region of itsrearward edge, so as to allow a forward region of the first trap door tomove toward the fan case when struck.

The metallic insert may further comprise a second trap door locatedforward of the first metallic hook and having a forward edge and arearward edge. The second trap door may be arranged to bend or break soas to allow a forward region of the second trap door to move toward thefan case when struck.

The second trap door may be arranged to be pivotally and/or detachablyconnected to the metallic insert in the region of its rearward edge anddetachably connected to the metallic insert in the region of its forwardedge. The second trap door may be arranged to be detachably connected tothe second metallic hook at or near the forward edge of the second trapdoor.

The first and second trap doors may not be metallic.

According to a fourth aspect, there is provided a gas turbine engine foran aircraft comprising:

-   -   a fan comprising a plurality of fan blades;    -   a composite fan case surrounding the fan; and    -   a metallic insert as described with respect to the third aspect,        mounted on the composite fan case.

According to a fifth aspect there is provided a fan blade containmentsystem arranged to surround a fan comprising a plurality of fan bladesin a gas turbine engine for an aircraft. The fan blade containmentsystem comprises a composite fan case arranged to surround the fan; anda metallic insert mounted on the composite fan case.

The metallic insert comprises a metallic hook. The metallic hookcomprises:

-   -   a fence extending around an inner circumference of the fan case,        the fence extending inwardly from the fan case; and    -   a lip extending rearwardly from the fence.

The skilled person will appreciate that “rearward” is defined withrespect to a front and back of the engine in use (i.e. “rearward”indicates a direction opposed to the flight direction).

The lip may be oriented (at least substantially) parallel to the axis ofthe fan case/the engine.

The fence may be oriented (at least substantially) radially.

The lip may extend from an inner region of the fence.

In a fan blade-off event, a blade tip or other edge of a failed blade orblade part may be forced under the lip; the hook may therefore arrestforward motion of the blade or blade part. The lip is spaced from thefan case/from a base portion of the metallic insert overlying the fancase so as to provide a gap between the lip and the fan case/baseportion of the metallic insert of sufficient width to accommodate andengage a blade tip.

The metallic hook may be arranged to prevent forward debris releaseshould all or part of a fan blade become detached from the fan. Theskilled person will appreciate that forward axial motion of debris,resulting in forward release, is more likely to damage the aircraft thanrear axial release.

The skilled person will appreciate that metal can be machined orotherwise shaped to provide specific features, potentially more easilythan a composite can be formed into the relevant shapes, and/or withgreater strength of the resultant part.

The fan blade containment system may have any or all of the features ofthe first aspect.

According to a sixth aspect, there is provided a metallic insertarranged to be mounted on a composite fan case surrounding a fancomprising a plurality of fan blades in a gas turbine engine for anaircraft. The metallic insert is arranged to form part of a fan bladecontainment system. The metallic insert comprises a metallic hook. Themetallic hook comprises:

-   -   a fence extending around an internal circumference of the fan        case, the fence extending inwardly from the fan case; and    -   a lip extending rearwardly from the fence.

The lip may be oriented (at least substantially) parallel to the axis ofthe fan case/the engine.

The fence may be oriented (at least substantially) radially.

The lip may extend from an inner region of the fence.

The metallic insert may have any or all of the features of the thirdaspect.

According to a seventh aspect, there is provided a gas turbine enginecomprising:

-   -   a fan blade containment system of the fifth aspect; or    -   a composite fan case, and a metallic insert of the sixth aspect        mounted on the composite fan case.

According to an eighth aspect, there is provided a fan blade containmentsystem arranged to surround a fan comprising a plurality of fan bladesin a gas turbine engine for an aircraft. The fan blade containmentsystem comprises:

-   -   a fan case arranged to surround the fan;    -   a debris retainer mounted on the fan case and arranged to        prevent forward debris release should all or part of a fan blade        become detached from the fan; and    -   a front panel mounted on the fan case and located forward of the        fan and rearward of the debris retainer, and arranged to move        and/or break on being struck by a detached fan blade or fan        blade part so as to facilitate the detached fan blade or fan        blade part engaging the debris retainer.

The front panel may be arranged to move and/or break only if struck witha force above (or equal to) a set threshold. The threshold may be setbased on expected impact forces from detached blades or blade parts.

The entire front panel may be forward (i.e. axially forward) of the fan.The leading and trailing edges of the front panel may both be forward ofthe leading edges of the tips of the fan blades.

The movement and/or breaking of the front panel may allow access to thedebris retainer for debris—the front panel may partially or completelyblock such access until it is moved and/or broken.

The front panel may be arranged to move if or when struck, and may bedescribed as a trap door, or as being arranged to act as a trap door.

The fan blade containment system may comprise a gap or compressibleregion between a forward region of the front panel and the fan case. Thegap may be arranged to facilitate movement of a forward region of thefront panel toward the fan case when struck.

The front panel being arranged to move or break may be described as thefront panel having one or more set failure mechanisms; the skilledperson will appreciate that controlled failure of the front panel may beused to absorb energy from a released blade or blade-part, and/or todirect that blade or blade-part in such a way as to prevent forwardrelease.

The debris retainer may be or comprise a hook or a fence as describedwith respect to the earlier aspects. The fence may be as described forthe hook, but without a lip.

The front panel may have a forward edge and a rearward edge and may bedetachably connected to the fan case at or near its forward edge suchthat a forward region of the front panel can move toward the fan case ifstruck.

The front panel may be arranged to be detachably connected to the fancase by a frangible connector, the frangible connector being arranged tobreak in response to pressure applied by a released blade or bladefragment.

The frangible connector may be or comprise a frangible bolt and/or afrangible attachment flange arranged to receive an (optionallyfrangible) bolt or other connector.

The front panel may be arranged to be detachably connected to the debrisretainer at or near the forward edge of the front panel. In embodimentswith a frangible bolt, the frangible bolt may extend through the debrisretainer (e.g. through the lip of a hook) and through an attachmentflange of the front panel.

The front panel may take the form of a cantilever. The front panel maybe cantilevered by connection (optionally by a rigid connection) to thefan case at or near its rearward edge such that a forward region of thefront panel can move toward the fan case if struck. The connection maybe directly to the fan case, or to an insert mounted on the fan case.The front panel may not be connected to the fan case or debris retainer,or at all, in its forward region.

The fan blade containment system may comprise a gap between a forwardedge of the front panel and the debris retainer. The gap may be arrangedto expose the debris retainer to debris traveling forward on or near thesurface of the front panel. In such embodiments, movement or breaking ofthe front panel may not be necessary for some debris to reach the hook,depending on debris position and trajectory.

The front panel may be a front acoustic panel (FAP). The front panel maybe described as an acoustic panel due to its properties being selectedfor noise attenuation. The front panel may be a FAP trap door.

The front panel may comprise a core sandwiched between a backing sheetand a face sheet. The sheets may be composite sheets; i.e. may be madefrom or comprise a composite material. The core may have a honeycombstructure and may therefore be described as a honeycomb core.

Either or both of the sheets may be perforated. The perforations mayprovide noise attenuation, reducing the volume of the engine.

The backing sheet may be arranged to fail, optionally in tension, inresponse to load on the front panel meeting or exceeding a first setthreshold.

The backing sheet may comprise one or more holes sized and/or spaced totrigger failure of the front panel in response to load on the frontpanel meeting or exceeding the set threshold. For example, the holes mayhave a diameter of between 2 mm and 10 mm, and may be spaced apart by adistance of one to ten times the diameter. The skilled person wouldappreciate that, with bigger holes, more material is removed and thepanel is weakened more. Similarly, the smaller the spacing, the closerthe holes and the weaker the panel. In the embodiments being described,the holes are angled to be normal through the thickness of the sheets.In other embodiments, the holes may be differently angled.

A thickness of the backing sheet may be selected to trigger failure ofthe front panel in response to load on the front panel meeting orexceeding a set threshold—in embodiments with both holes and a selectedthickness, the set thresholds may be the same or different. The backingsheet may be tapered along an unsupported span of the front panel.

The face sheet may be arranged to fail, optionally in compression, inresponse to load on the front panel meeting or exceeding a second setthreshold. In embodiments with both a weakened backing sheet and aweakened face sheet, the second set threshold may be equal to, ordifferent from, the first set threshold.

The face sheet may comprise one or more holes sized and/or spaced totrigger failure of the front panel in response to load on the frontpanel meeting or exceeding the second set threshold. For example, theholes may have a diameter of between 2 mm and 10 mm, and may be spacedapart by a distance of one to ten times the diameter.

The face sheet may have a fold or wrinkle in the face sheet. The fold orwrinkle may be sized to trigger failure of the front panel in responseto load on the front panel meeting or exceeding a set threshold.

A thickness of the face sheet may be selected to trigger failure of thefront panel in response to load on the front panel meeting or exceedingthe second set threshold. The face sheet may be tapered along anunsupported span of the front panel.

In embodiments with two or more of holes, a fold/wrinkle and a selectedthickness for the face sheet, the set thresholds may be the same ordifferent for each failure mechanism.

The front panel may be arranged to trigger shear failure of the corewhen load on the front panel meets or exceeds a third set threshold. Thethird set threshold may be equal to, or different from, either or bothof the first and second set thresholds.

The core may comprise a gap therethrough. The gap may be sized and/orspaced to cause the core to shear when load on the front panel meets orexceeds the third set threshold.

The front panel may be arranged to be penetrated by debris on beingstruck provided that a load exerted by the debris meets or exceeds afourth set threshold. The fourth set threshold may be equal to, ordifferent from, any or all of the first, second and third setthresholds.

The skilled person will appreciate that the thresholds may be set basedon an understanding of the likely impact forces in fan blade-off eventsand part-blade release and fan (part-)blade shape, size and strength.The thresholds may be set such that more minor impacts, such as somebird strike impacts, do not affect the front panel. Further, differentthresholds may be set for different failure mechanisms such thatdifferent types of impact trigger different responses—for example, asingle response may be triggered by a part-speed part-blade release andtwo responses may be triggered by a higher-speed and/or full bladerelease.

The face sheet of the front panel may comprise one or more joints and/orone or more holes sized and/or spaced to facilitate shear of the facesheet when struck. Again, the hole(s) and/or joint(s) may be arranged tofacilitate shear only when the impact is above a set threshold. Forexample, the holes may have a diameter of between 2 mm and 10 mm, andmay be spaced apart by a distance of one to ten times the diameter.

The fan case may be a composite fan case. A metallic insert may bemounted on the composite fan case, the metallic insert optionallycomprising the debris retainer, and optionally having the front panel atleast partially mounted thereon. The metallic insert may be as describedin any preceding aspect.

According to a tenth aspect, there is provided a fan blade containmentsystem arranged to surround a fan comprising a plurality of fan bladesin a gas turbine engine for an aircraft. The fan blade containmentsystem comprises:

-   -   a fan case arranged to surround the fan;    -   a fence extending around an inner circumference of the fan case,        the fence extending inwardly from the fan case; and    -   a front panel mounted on the fan case and located forward of the        fan and rearward of the fence, and arranged to move or break if        struck by a detached fan blade or fan blade part so as to        facilitate the detached fan blade or fan blade part engaging the        fence.

The front panel may be located such that its rearward edge is forwardof, and optionally spaced from, a leading edge blade tip position of thefan.

The front panel may be arranged to move and/or break only when struckwith a force above (or equal to) a set threshold.

The front panel may be a front acoustic panel.

The fence may be described as a debris retainer. The fence may furthercomprise a lip extending rearwardly from the fence, so forming a hook.The hook may be described as a debris retainer.

According to a tenth aspect, there is provided a gas turbine engine foran aircraft, the gas turbine engine comprising:

-   -   a fan comprising a plurality of fan blades; and    -   a fan blade containment system according to the eighth or ninth        aspect, surrounding the fan.

According to an eleventh aspect, there is provided a fan bladecontainment system arranged to surround a fan comprising a plurality offan blades in a gas turbine engine for an aircraft, the fan bladecontainment system comprising a fan case arranged to surround the fan,and two hooks extending inwardly from the fan case.

The first debris retainer extends inwardly from the fan case and isarranged to prevent forward debris release should all or part of a fanblade become detached from the fan, the first debris retainer beinglocated forward of the fan, and optionally near or adjacent the fan.

The second debris retainer extends inwardly from the fan case and isarranged to prevent forward debris release should all or part of a fanblade become detached from the fan, the second debris retainer beinglocated forward of the first debris retainer.

Either or both of the debris retainers may be or comprise a fenceextending inwardly from the fan case inner circumference. The fence mayhave a width (in the axial direction) of around 3 mm to 10 mm.

Either or both of the debris retainers may be or comprise a hookextending inwardly from the fan case inner circumference and having arearwardly-directed lip. The hook may have a width (in the axialdirection) of around 3 mm to 10 mm.

The first debris retainer may be arranged to arrest forward motion of areleased blade or blade-part. The first debris retainer may be locatedadjacent a leading edge blade tip of the fan.

The second debris retainer may be arranged to arrest forward motion of atrailing blade or blade-part (i.e. a blade or blade-part caused todetach from the fan by the impact of a previously-detached blade orblade-part). The second debris retainer may be located adjacent aforward edge of the fan case.

The first and second debris retainers may be metallic. In suchembodiments, the first and second debris retainers may be provided aspart of a metallic insert mounted on the fan case, which may be acomposite fan case. Alternatively, the fan case may be metallic and themetallic first and second debris retainers may be integral with the fancase, for example being machined therefrom or welded thereto.

The first debris retainer may have a trap door associated therewith. Thefirst trap door may extend from rearward of the fan to adjacent thefirst debris retainer. The first trap door may serve as a fan trackliner. The first trap door may be arranged to move and/or break whenstruck by a detached fan blade or blade part so as to facilitate thedetached fan blade or fan blade part engaging the first debris retainer.The first trap door may be arranged not to move and/or break when struckwith a force less than a set threshold; for example the first trap doormay be arranged to be abradable to accommodate tip rub.

The second debris retainer may have a trap door associated therewith.The second trap door may extend from forward of the first debrisretainer to adjacent the second debris retainer. The second trap doormay extend between the two debris retainers. The second trap door may bearranged to move and/or break when struck by a detached fan blade orblade part so as to facilitate the detached fan blade or fan blade partengaging the second debris retainer. The second trap door may bearranged not to move and/or break when struck with a force less than aset threshold. The set threshold for the second trap door may be thesame as, or different from, that for the first trap door. The secondtrap door may be a front acoustic panel (FAP). The second trap door maybe as described in the ninth aspect.

The first debris retainer may be located near or adjacent the fan, andmore specifically may be located near or adjacent a leading edge of ablade tip of the fan.

The first debris retainer may be located between 1 cm and 15 cm forwardof a leading edge blade tip of the fan.

The second debris retainer may be located between 10 cm and 50 cmforward of the first debris retainer

The second debris retainer may be located at or near a forward edge ofthe fan case.

The first and second debris retainers are therefore axially spaced fromeach other.

According to a twelfth aspect, there is provided a fan blade containmentsystem arranged to surround a fan comprising a plurality of fan bladesin a gas turbine engine for an aircraft, the fan blade containmentsystem comprising:

-   -   a fan case arranged to surround the fan;    -   a first debris retainer located forward of the fan, the first        debris retainer comprising a fence extending around an internal        circumference of the fan case, the fence extending inwardly from        the fan case; and    -   a second debris retainer located forward of the first debris        retainer, the second debris retainer comprising a fence        extending around an internal circumference of the fan case, the        fence extending inwardly from the fan case.

The fence of either or both debris retainers may extend inwardly fromthe fan case by between 40 mm and 60 mm.

The fences of the two debris retainers may be at least substantiallyparallel to each other.

The fence of either or both debris retainers may extend radially inwardfrom the fan case.

At least one of the debris retainers may be a hook, and may comprise alip extending rearwardly from the fence.

The lip of either or both hooks may extend rearwardly from thecorresponding fence by between 3 mm and 15 mm.

The lip of either or both hooks may extend axially rearwardly.

The lip of either or both hooks may extend parallel to the fan case.

The lip of either or both hooks may extend perpendicularly to thecorresponding fence.

The lip of either or both hooks may extend rearwardly from an inward endregion of the corresponding fence.

The containment system of the twelfth aspect may include any or allfeatures of the eleventh aspect, and vice versa.

According to a thirteenth aspect, there is provided a gas turbine enginefor an aircraft comprising:

-   -   a fan comprising a plurality of fan blades; and    -   a fan blade containment system according to the eleventh and/or        twelfth aspect.

The skilled person will appreciate that features described with respectto one aspect may be applied to any other aspect, mutatis mutandis.

As noted elsewhere herein, the present disclosure may relate to a gasturbine engine. Such a gas turbine engine may comprise an engine corecomprising a turbine, a combustor, a compressor, and a core shaftconnecting the turbine to the compressor. Such a gas turbine engine maycomprise a fan (having fan blades) located upstream of the engine core.

Arrangements of the present disclosure may be particularly, although notexclusively, beneficial for fans that are driven via a gearbox.Accordingly, the gas turbine engine may comprise a gearbox that receivesan input from the core shaft and outputs drive to the fan so as to drivethe fan at a lower rotational speed than the core shaft. The input tothe gearbox may be directly from the core shaft, or indirectly from thecore shaft, for example via a spur shaft and/or gear. The core shaft mayrigidly connect the turbine and the compressor, such that the turbineand compressor rotate at the same speed (with the fan rotating at alower speed).

The gas turbine engine as described and/or claimed herein may have anysuitable general architecture. For example, the gas turbine engine mayhave any desired number of shafts that connect turbines and compressors,for example one, two or three shafts. Purely by way of example, theturbine connected to the core shaft may be a first turbine, thecompressor connected to the core shaft may be a first compressor, andthe core shaft may be a first core shaft. The engine core may furthercomprise a second turbine, a second compressor, and a second core shaftconnecting the second turbine to the second compressor. The secondturbine, second compressor, and second core shaft may be arranged torotate at a higher rotational speed than the first core shaft.

In such an arrangement, the second compressor may be positioned axiallydownstream of the first compressor. The second compressor may bearranged to receive (for example directly receive, for example via agenerally annular duct) flow from the first compressor.

The gearbox may be arranged to be driven by the core shaft that isconfigured to rotate (for example in use) at the lowest rotational speed(for example the first core shaft in the example above). For example,the gearbox may be arranged to be driven only by the core shaft that isconfigured to rotate (for example in use) at the lowest rotational speed(for example only be the first core shaft, and not the second coreshaft, in the example above). Alternatively, the gearbox may be arrangedto be driven by any one or more shafts, for example the first and/orsecond shafts in the example above.

In any gas turbine engine as described and/or claimed herein, acombustor may be provided axially downstream of the fan andcompressor(s). For example, the combustor may be directly downstream of(for example at the exit of) the second compressor, where a secondcompressor is provided. By way of further example, the flow at the exitto the combustor may be provided to the inlet of the second turbine,where a second turbine is provided. The combustor may be providedupstream of the turbine(s).

The or each compressor (for example the first compressor and secondcompressor as described above) may comprise any number of stages, forexample multiple stages. Each stage may comprise a row of rotor bladesand a row of stator vanes, which may be variable stator vanes (in thattheir angle of incidence may be variable). The row of rotor blades andthe row of stator vanes may be axially offset from each other.

The or each turbine (for example the first turbine and second turbine asdescribed above) may comprise any number of stages, for example multiplestages. Each stage may comprise a row of rotor blades and a row ofstator vanes. The row of rotor blades and the row of stator vanes may beaxially offset from each other.

Each fan blade may be defined as having a radial span extending from aroot (or hub) at a radially inner gas-washed location, or 0% spanposition, to a tip at a 100% span position. The ratio of the radius ofthe fan blade at the hub to the radius of the fan blade at the tip maybe less than (or on the order of) any of: 0.4, 0.39, 0.38 0.37, 0.36,0.35, 0.34, 0.33, 0.32, 0.31, 0.3, 0.29, 0.28, 0.27, 0.26, or 0.25. Theratio of the radius of the fan blade at the hub to the radius of the fanblade at the tip may be in an inclusive range bounded by any two of thevalues in the previous sentence (i.e. the values may form upper or lowerbounds). These ratios may commonly be referred to as the hub-to-tipratio. The radius at the hub and the radius at the tip may both bemeasured at the leading edge (or axially forwardmost) part of the blade.The hub-to-tip ratio refers, of course, to the gas-washed portion of thefan blade, i.e. the portion radially outside any platform.

The radius of the fan may be measured between the engine centreline andthe tip of a fan blade at its leading edge. The fan diameter (which maysimply be twice the radius of the fan) may be greater than (or on theorder of) any of: 250 cm (around 100 inches), 260 cm, 270 cm (around 105inches), 280 cm (around 110 inches), 290 cm (around 115 inches), 300 cm(around 120 inches), 310 cm, 320 cm (around 125 inches), 330 cm (around130 inches), 340 cm (around 135 inches), 350 cm, 360 cm (around 140inches), 370 cm (around 145 inches), 380 (around 150 inches) cm or 390cm (around 155 inches). The fan diameter may be in an inclusive rangebounded by any two of the values in the previous sentence (i.e. thevalues may form upper or lower bounds).

The rotational speed of the fan may vary in use. Generally, therotational speed is lower for fans with a higher diameter. Purely by wayof non-limitative example, the rotational speed of the fan at cruiseconditions may be less than 2500 rpm, for example less than 2300 rpm.Purely by way of further non-limitative example, the rotational speed ofthe fan at cruise conditions for an engine having a fan diameter in therange of from 250 cm to 300 cm (for example 250 cm to 280 cm) may be inthe range of from 1700 rpm to 2500 rpm, for example in the range of from1800 rpm to 2300 rpm, for example in the range of from 1900 rpm to 2100rpm. Purely by way of further non-limitative example, the rotationalspeed of the fan at cruise conditions for an engine having a fandiameter in the range of from 320 cm to 380 cm may be in the range offrom 1200 rpm to 2000 rpm, for example in the range of from 1300 rpm to1800 rpm, for example in the range of from 1400 rpm to 1600 rpm.

In use of the gas turbine engine, the fan (with associated fan blades)rotates about a rotational axis. This rotation results in the tip of thefan blade moving with a velocity U_(tip). The work done by the fanblades 13 on the flow results in an enthalpy rise dH of the flow. A fantip loading may be defined as dH/U_(tip) ², where dH is the enthalpyrise (for example the 1-D average enthalpy rise) across the fan andU_(tip) is the (translational) velocity of the fan tip, for example atthe leading edge of the tip (which may be defined as fan tip radius atleading edge multiplied by angular speed). The fan tip loading at cruiseconditions may be greater than (or on the order of) any of: 0.28, 0.29,0.3, 0.31, 0.32, 0.33, 0.34, 0.35, 0.36, 0.37, 0.38, 0.39 or 0.4 (allunits in this paragraph being Jkg⁻¹K⁻¹/(ms⁻¹)²). The fan tip loading maybe in an inclusive range bounded by any two of the values in theprevious sentence (i.e. the values may form upper or lower bounds).

Gas turbine engines in accordance with the present disclosure may haveany desired bypass ratio, where the bypass ratio is defined as the ratioof the mass flow rate of the flow through the bypass duct to the massflow rate of the flow through the core at cruise conditions. In somearrangements the bypass ratio may be greater than (or on the order of)any of the following: 10, 10.5, 11, 11.5, 12, 12.5, 13, 13.5, 14, 14.5,15, 15.5, 16, 16.5, or 17. The bypass ratio may be in an inclusive rangebounded by any two of the values in the previous sentence (i.e. thevalues may form upper or lower bounds). The bypass duct may besubstantially annular. The bypass duct may be radially outside the coreengine. The radially outer surface of the bypass duct may be defined bya nacelle and/or a fan case.

The overall pressure ratio of a gas turbine engine as described and/orclaimed herein may be defined as the ratio of the stagnation pressureupstream of the fan to the stagnation pressure at the exit of thehighest pressure compressor (before entry into the combustor). By way ofnon-limitative example, the overall pressure ratio of a gas turbineengine as described and/or claimed herein at cruise may be greater than(or on the order of) any of the following: 35, 40, 45, 50, 55, 60, 65,70, 75. The overall pressure ratio may be in an inclusive range boundedby any two of the values in the previous sentence (i.e. the values mayform upper or lower bounds).

Specific thrust of an engine may be defined as the net thrust of theengine divided by the total mass flow through the engine. At cruiseconditions, the specific thrust of an engine described and/or claimedherein may be less than (or on the order of) any of the following: 110Nkg⁻¹s, 105 Nkg⁻¹s, 100 Nkg⁻¹s, 95 Nkg⁻¹s, 90 Nkg⁻¹s, 85 Nkg⁻¹s or 80Nkg⁻¹s. The specific thrust may be in an inclusive range bounded by anytwo of the values in the previous sentence (i.e. the values may formupper or lower bounds). Such engines may be particularly efficient incomparison with conventional gas turbine engines.

A gas turbine engine as described and/or claimed herein may have anydesired maximum thrust. Purely by way of non-limitative example, a gasturbine as described and/or claimed herein may be capable of producing amaximum thrust of at least (or on the order of) any of the following:160 kN, 170 kN, 180 kN, 190 kN, 200 kN, 250 kN, 300 kN, 350 kN, 400 kN,450 kN, 500 kN, or 550 kN. The maximum thrust may be in an inclusiverange bounded by any two of the values in the previous sentence (i.e.the values may form upper or lower bounds). The thrust referred to abovemay be the maximum net thrust at standard atmospheric conditions at sealevel plus 15 deg C. (ambient pressure 101.3 kPa, temperature 30 degC.), with the engine static.

In use, the temperature of the flow at the entry to the high pressureturbine may be particularly high. This temperature, which may bereferred to as TET, may be measured at the exit to the combustor, forexample immediately upstream of the first turbine vane, which itself maybe referred to as a nozzle guide vane. At cruise, the TET may be atleast (or on the order of) any of the following: 1400K, 1450K, 1500K,1550K, 1600K or 1650K. The TET at cruise may be in an inclusive rangebounded by any two of the values in the previous sentence (i.e. thevalues may form upper or lower bounds). The maximum TET in use of theengine may be, for example, at least (or on the order of) any of thefollowing: 1700K, 1750K, 1800K, 1850K, 1900K, 1950K or 2000K. Themaximum TET may be in an inclusive range bounded by any two of thevalues in the previous sentence (i.e. the values may form upper or lowerbounds). The maximum TET may occur, for example, at a high thrustcondition, for example at a maximum take-off (MTO) condition.

A fan blade and/or aerofoil portion of a fan blade described and/orclaimed herein may be manufactured from any suitable material orcombination of materials. For example at least a part of the fan bladeand/or aerofoil may be manufactured at least in part from a composite,for example a metal matrix composite and/or an organic matrix composite,such as carbon fibre. By way of further example at least a part of thefan blade and/or aerofoil may be manufactured at least in part from ametal, such as a titanium based metal or an aluminium based material(such as an aluminium-lithium alloy) or a steel based material. The fanblade may comprise at least two regions manufactured using differentmaterials. For example, the fan blade may have a protective leadingedge, which may be manufactured using a material that is better able toresist impact (for example from birds, ice or other material) than therest of the blade. Such a leading edge may, for example, be manufacturedusing titanium or a titanium-based alloy. Thus, purely by way ofexample, the fan blade may have a carbon-fibre or aluminium based body(such as an aluminium lithium alloy) with a titanium leading edge.

A fan as described and/or claimed herein may comprise a central portion,from which the fan blades may extend, for example in a radial direction.The fan blades may be attached to the central portion in any desiredmanner. For example, each fan blade may comprise a fixture which mayengage a corresponding slot in the hub (or disc). Purely by way ofexample, such a fixture may be in the form of a dovetail that may slotinto and/or engage a corresponding slot in the hub/disc in order to fixthe fan blade to the hub/disc. By way of further example, the fan bladesmaybe formed integrally with a central portion. Such an arrangement maybe referred to as a blisk or a bling. Any suitable method may be used tomanufacture such a blisk or bling. For example, at least a part of thefan blades may be machined from a block and/or at least part of the fanblades may be attached to the hub/disc by welding, such as linearfriction welding.

The gas turbine engines described and/or claimed herein may or may notbe provided with a variable area nozzle (VAN). Such a variable areanozzle may allow the exit area of the bypass duct to be varied in use.The general principles of the present disclosure may apply to engineswith or without a VAN.

The fan of a gas turbine as described and/or claimed herein may have anydesired number of fan blades, for example 14, 16, 18, 20, 22, 24 or 26fan blades.

As used herein, cruise conditions have the conventional meaning andwould be readily understood by the skilled person. Thus, for a given gasturbine engine for an aircraft, the skilled person would immediatelyrecognise cruise conditions to mean the operating point of the engine atmid-cruise of a given mission (which may be referred to in the industryas the “economic mission”) of an aircraft to which the gas turbineengine is designed to be attached. In this regard, mid-cruise is thepoint in an aircraft flight cycle at which 50% of the total fuel that isburned between top of climb and start of descent has been burned (whichmay be approximated by the midpoint—in terms of time and/ordistance—between top of climb and start of descent). Cruise conditionsthus define an operating point of the gas turbine engine that provides athrust that would ensure steady state operation (i.e. maintaining aconstant altitude and constant Mach Number) at mid-cruise of an aircraftto which it is designed to be attached, taking into account the numberof engines provided to that aircraft. For example where an engine isdesigned to be attached to an aircraft that has two engines of the sametype, at cruise conditions the engine provides half of the total thrustthat would be required for steady state operation of that aircraft atmid-cruise.

In other words, for a given gas turbine engine for an aircraft, cruiseconditions are defined as the operating point of the engine thatprovides a specified thrust (required to provide—in combination with anyother engines on the aircraft—steady state operation of the aircraft towhich it is designed to be attached at a given mid-cruise Mach Number)at the mid-cruise atmospheric conditions (defined by the InternationalStandard Atmosphere according to ISO 2533 at the mid-cruise altitude).For any given gas turbine engine for an aircraft, the mid-cruise thrust,atmospheric conditions and Mach Number are known, and thus the operatingpoint of the engine at cruise conditions is clearly defined.

Purely by way of example, the forward speed at the cruise condition maybe any point in the range of from Mach 0.7 to 0.9, for example 0.75 to0.85, for example 0.76 to 0.84, for example 0.77 to 0.83, for example0.78 to 0.82, for example 0.79 to 0.81, for example on the order of Mach0.8, on the order of Mach 0.85 or in the range of from 0.8 to 0.85. Anysingle speed within these ranges may be part of the cruise conditions.For some aircraft, the cruise conditions may be outside these ranges,for example below Mach 0.7 or above Mach 0.9.

Purely by way of example, the cruise conditions may correspond tostandard atmospheric conditions (according to the International StandardAtmosphere, ISA) at an altitude that is in the range of from 10000 m to15000 m, for example in the range of from 10000 m to 12000 m, forexample in the range of from 10400 m to 11600 m (around 38000 ft), forexample in the range of from 10500 m to 11500 m, for example in therange of from 10600 m to 11400 m, for example in the range of from 10700m (around 35000 ft) to 11300 m, for example in the range of from 10800 mto 11200 m, for example in the range of from 10900 m to 11100 m, forexample on the order of 11000 m. The cruise conditions may correspond tostandard atmospheric conditions at any given altitude in these ranges.

Purely by way of example, the cruise conditions may correspond to anoperating point of the engine that provides a known required thrustlevel (for example a value in the range of from 30 kN to 35 kN) at aforward Mach number of 0.8 and standard atmospheric conditions(according to the International Standard Atmosphere) at an altitude of38000 ft (11582 m). Purely by way of further example, the cruiseconditions may correspond to an operating point of the engine thatprovides a known required thrust level (for example a value in the rangeof from 50 kN to 65 kN) at a forward Mach number of 0.85 and standardatmospheric conditions (according to the International StandardAtmosphere) at an altitude of 35000 ft (10668 m).

In use, a gas turbine engine described and/or claimed herein may operateat the cruise conditions defined elsewhere herein. Such cruiseconditions may be determined by the cruise conditions (for example themid-cruise conditions) of an aircraft to which at least one (for example2 or 4) gas turbine engine may be mounted in order to provide propulsivethrust.

According to an aspect, there is provided an aircraft comprising a gasturbine engine as described and/or claimed herein. The aircraftaccording to this aspect is the aircraft for which the gas turbineengine has been designed to be attached. Accordingly, the cruiseconditions according to this aspect correspond to the mid-cruise of theaircraft, as defined elsewhere herein.

According to an aspect, there is provided a method of operating a gasturbine engine as described and/or claimed herein. The operation may beat the cruise conditions as defined elsewhere herein (for example interms of the thrust, atmospheric conditions and Mach Number).

According to an aspect, there is provided a method of operating anaircraft comprising a gas turbine engine as described and/or claimedherein. The operation according to this aspect may include (or may be)operation at the mid-cruise of the aircraft, as defined elsewhereherein.

The skilled person will appreciate that except where mutually exclusive,a feature or parameter described in relation to any one of the aboveaspects may be applied to any other aspect. Furthermore, except wheremutually exclusive, any feature or parameter described herein may beapplied to any aspect and/or combined with any other feature orparameter described herein.

Embodiments will now be described by way of example only, with referenceto the Figures, in which:

FIG. 1 is a sectional side view of a gas turbine engine;

FIG. 2 is a close up sectional side view of an upstream portion of a gasturbine engine;

FIG. 3 is a partially cut-away view of a gearbox for a gas turbineengine;

FIG. 4 is a sectional side view of a part of a fan blade containmentsystem in place around a fan, the fan blade containment systemcomprising two hooks and two trap doors;

FIG. 5 is a sectional side view of a part of a different fan bladecontainment system in place around a fan, with the metallic insertproviding a front flange for the fan case;

FIG. 6 is a sectional side view of a part of the fan blade containmentsystem shown in FIG. 4;

FIG. 7 is a sectional side view of a part of a different fan bladecontainment system, with the front acoustic panel positioned below themetallic insert;

FIG. 8A is a sectional side view of a part of a different fan bladecontainment system in place around a fan, with the metallic insertextending further into the fan case;

FIG. 8B is a sectional side view of the metallic insert of FIG. 8A;

FIG. 9A is a sectional side view of a part of a different fan bladecontainment system, with the metallic insert comprising only one hookand one trap door;

FIG. 9B is a sectional side view of the metallic insert of FIG. 9A;

FIG. 10 is a sectional side view of a part of a different fan bladecontainment system, with the metallic insert comprising only one hookand one trap door;

FIG. 11 is a sectional side view of a part of a different fan bladecontainment system, with the metallic insert comprising two hooks and notrap doors;

FIGS. 12A and 12B illustrate the interaction of a released blade withthe containment system of an embodiment in a fan blade off event;

FIG. 13 is a close-up view of a portion of FIG. 5;

FIG. 14 illustrates a front acoustic panel (FAP) trap door with abacking sheet arranged to fail on impact;

FIG. 15 illustrates a FAP trap door with a face sheet arranged to failon impact;

FIG. 16 illustrates a FAP trap door with a core arranged to fail onimpact;

FIG. 17 illustrates a FAP trap door arranged to be locally penetrated onimpact;

FIG. 18A illustrates a FAP trap door with a retainer arranged to fail onimpact;

FIG. 18B illustrates holes in an attachment flange of the retainer ofFIG. 18A;

FIG. 18C illustrates ply-drop in an attachment flange of the retainer ofFIG. 18A;

FIG. 19 illustrates a cantilevered FAP trap door arranged to bend onimpact; and

FIG. 20 illustrates a metallic fan case comprising a fan bladecontainment system with two hooks.

In the Figures, like reference numerals are used for like components.

FIG. 1 illustrates a gas turbine engine 10 having a principal rotationalaxis 9. The engine 10 comprises an air intake 12 and a propulsive fan 23that generates two airflows: a core airflow A and a bypass airflow B.The gas turbine engine 10 comprises a core 11 that receives the coreairflow A. The engine core 11 comprises, in axial flow series, a lowpressure compressor 14, a high-pressure compressor 15, combustionequipment 16, a high-pressure turbine 17, a low pressure turbine 19 anda core exhaust nozzle 20. A nacelle, also referred to as a fan case, 21surrounds the gas turbine engine 10 and defines a bypass duct 22 and abypass exhaust nozzle 18. The bypass airflow B flows through the bypassduct 22. The fan 23 is attached to and driven by the low pressureturbine 19 via a shaft 26 and an epicyclic gearbox 30.

In use, the core airflow A is accelerated and compressed by the lowpressure compressor 14 and directed into the high pressure compressor 15where further compression takes place. The compressed air exhausted fromthe high pressure compressor 15 is directed into the combustionequipment 16 where it is mixed with fuel and the mixture is combusted.The resultant hot combustion products then expand through, and therebydrive, the high pressure and low pressure turbines 17, 19 before beingexhausted through the nozzle 20 to provide some propulsive thrust. Thehigh pressure turbine 17 drives the high pressure compressor 15 by asuitable interconnecting shaft 27. The fan 23 generally provides themajority of the propulsive thrust. The epicyclic gearbox 30 is areduction gearbox.

An exemplary arrangement for a geared fan gas turbine engine 10 is shownin FIG. 2. The low pressure turbine 19 (see FIG. 1) drives the shaft 26,which is coupled to a sun wheel, or sun gear, 28 of the epicyclic geararrangement 30. Radially outwardly of the sun gear 28 and intermeshingtherewith is a plurality of planet gears 32 that are coupled together bya planet carrier 34. The planet carrier 34 constrains the planet gears32 to precess around the sun gear 28 in synchronicity whilst enablingeach planet gear 32 to rotate about its own axis. The planet carrier 34is coupled via linkages 36 to the fan 23 in order to drive its rotationabout the engine axis 9. Radially outwardly of the planet gears 32 andintermeshing therewith is an annulus or ring gear 38 that is coupled,via linkages 40, to a stationary supporting structure 24.

Note that the terms “low pressure turbine” and “low pressure compressor”as used herein may be taken to mean the lowest pressure turbine stagesand lowest pressure compressor stages (i.e. not including the fan 23)respectively and/or the turbine and compressor stages that are connectedtogether by the interconnecting shaft 26 with the lowest rotationalspeed in the engine (i.e. not including the gearbox output shaft thatdrives the fan 23). In some literature, the “low pressure turbine” and“low pressure compressor” referred to herein may alternatively be knownas the “intermediate pressure turbine” and “intermediate pressurecompressor”. Where such alternative nomenclature is used, the fan 23 maybe referred to as a first, or lowest pressure, compression stage.

The epicyclic gearbox 30 is shown by way of example in greater detail inFIG. 3. Each of the sun gear 28, planet gears 32 and ring gear 38comprise teeth about their periphery to intermesh with the other gears.However, for clarity only exemplary portions of the teeth areillustrated in FIG. 3. There are four planet gears 32 illustrated,although it will be apparent to the skilled reader that more or fewerplanet gears 32 may be provided within the scope of the claimedinvention. Practical applications of a planetary epicyclic gearbox 30generally comprise at least three planet gears 32.

The epicyclic gearbox 30 illustrated by way of example in FIGS. 2 and 3is of the planetary type, in that the planet carrier 34 is coupled to anoutput shaft via linkages 36, with the ring gear 38 fixed. However, anyother suitable type of epicyclic gearbox 30 may be used. By way offurther example, the epicyclic gearbox 30 may be a star arrangement, inwhich the planet carrier 34 is held fixed, with the ring (or annulus)gear 38 allowed to rotate. In such an arrangement the fan 23 is drivenby the ring gear 38. By way of further alternative example, the gearbox30 may be a differential gearbox in which the ring gear 38 and theplanet carrier 34 are both allowed to rotate.

It will be appreciated that the arrangement shown in FIGS. 2 and 3 is byway of example only, and various alternatives are within the scope ofthe present disclosure. Purely by way of example, any suitablearrangement may be used for locating the gearbox 30 in the engine 10and/or for connecting the gearbox 30 to the engine 10. By way of furtherexample, the connections (such as the linkages 36, 40 in the FIG. 2example) between the gearbox 30 and other parts of the engine 10 (suchas the input shaft 26, the output shaft and the fixed structure 24) mayhave any desired degree of stiffness or flexibility. By way of furtherexample, any suitable arrangement of the bearings between rotating andstationary parts of the engine (for example between the input and outputshafts from the gearbox and the fixed structures, such as the gearboxcasing) may be used, and the disclosure is not limited to the exemplaryarrangement of FIG. 2. For example, where the gearbox 30 has a stararrangement (described above), the skilled person would readilyunderstand that the arrangement of output and support linkages andbearing locations would typically be different to that shown by way ofexample in FIG. 2.

Accordingly, the present disclosure extends to a gas turbine enginehaving any arrangement of gearbox styles (for example star orplanetary), support structures, input and output shaft arrangement, andbearing locations.

Optionally, the gearbox may drive additional and/or alternativecomponents (e.g. the intermediate pressure compressor and/or a boostercompressor).

Other gas turbine engines to which the present disclosure may be appliedmay have alternative configurations. For example, such engines may havean alternative number of compressors and/or turbines and/or analternative number of interconnecting shafts. By way of further example,the gas turbine engine shown in FIG. 1 has a split flow nozzle 20, 22meaning that the flow through the bypass duct 22 has its own nozzle thatis separate to and radially outside the core engine nozzle 20. However,this is not limiting, and any aspect of the present disclosure may alsoapply to engines in which the flow through the bypass duct 22 and theflow through the core 11 are mixed, or combined, before (or upstream of)a single nozzle, which may be referred to as a mixed flow nozzle. One orboth nozzles (whether mixed or split flow) may have a fixed or variablearea. Whilst the described example relates to a turbofan engine, thedisclosure may apply, for example, to any type of gas turbine enginewith a fan case. In some arrangements, the gas turbine engine 10 may notcomprise a gearbox 30.

The geometry of the gas turbine engine 10, and components thereof, isdefined by a conventional axis system, comprising an axial direction(which is aligned with the rotational axis 9), a radial direction (inthe bottom-to-top direction in FIG. 1), and a circumferential direction(perpendicular to the page in the FIG. 1 view). The axial, radial andcircumferential directions are mutually perpendicular.

FIG. 4 illustrates a fan blade containment system 150 in position aroundthe fan 23.

The fan blade containment system 150 of FIG. 4 comprises a composite fancase 21 and a metallic insert 100 mounted on the fan case 21.

In the embodiment being described, the metallic insert 100 is fullywithin the fan case 21. In the embodiment being described, the metallicinsert 100 is mounted to an internal surface of the fan case 21. Inalternative embodiments, the metallic insert 100 may extend beyond thefan case 21, and/or may be mounted, at least in part, to an externalsurface of the fan case 21.

In the embodiment being described, the metallic insert 100 isrotationally symmetric and may be inserted into the fan case 21 at anyangle measured in the circumferential direction, provided that theinsert 100 and fan case 21 are axially aligned. In alternativeembodiments, the shape of the insert 100 may vary around thecircumference, for example to accommodate connectors or other engineparts. In such embodiments, the insert 100 may be inserted into the fancase 21 in a set orientation, or in one of several possible setorientations.

In the embodiment being described, the fan case 21 is made of a carbonfibre composite with an organic matrix (such as epoxy or bismaleimide(BMI) resin). In the embodiment being described, the carbon fibres arewoven. In other embodiments, any suitable composite known in the art maybe used.

In the embodiment being described, the metallic insert 100 is made ofsteel. In other embodiments, any suitable metal(s) and/or alloy(s) knownin the art may be used.

The fan case 21 surrounds the rest of the gas turbine engine 10. In theembodiment shown in FIG. 4, the metallic insert 100 is mounted on aninner surface of the fan case 21. In the embodiment shown in FIG. 4, themetallic insert 100 is located in a front region of the fan case 21,extending from a forward edge region of the fan case 21 towards theblades 23 of the fan.

In the embodiment being described, the metallic insert 100 is mounted tothe inner surface of the fan case 21 by means of an adhesive layer andmultiple bolts (not shown in FIG. 4, bolt shown in FIG. 6). The bolts108 pass through the fan case 21 and through the insert 100 in theembodiment being described, and may be described as through-casefasteners 108. In the embodiment being described, the insert 100comprises holes arranged to receive the bolts 108. In the embodimentbeing described, the bolts 108 are spaced around the circumference ofthe fan case 21/of the insert 100.

In the embodiment being described, a film adhesive and/or a pasteadhesive is used to mount the metallic insert 100 to the inner surfaceof the fan case 21. The skilled person will appreciate that a pasteadhesive may be selected when additional thickness and/or toughness isrequired, and that use of a paste adhesive may also help to preventthermal pre-stress from curing.

In embodiments in which a film adhesive is used, a typical thickness ofthe adhesive layer may be around 0.5 mm, for example being between 0.25mm and 0.75 mm.

In embodiments in which a paste adhesive is used, a typical thickness ofup to 3 mm or up to 2 mm may be used, for example being between 0.5 mmand 2.0 mm.

In the embodiment being described, the bolts 108 are evenly spacedaround the circumference of the fan case 21. In the embodiment shown inFIG. 6, the bolts 108 are located towards the front of the insert 100.In alternative or additional embodiments, bolts 108 may be locatedtoward the rear of the insert 100—the skilled person will appreciatethat location near edges of the insert 100, and particularly rearwardlocation, of the bolts 108 may provide improved resistance to peelstresses (e.g. caused by blade impacts) on the insert 100 in someembodiments. In the embodiment being described, the bolts 108 arearranged to allow a small amount of relative movement/expansion betweenthe insert 100 and the fan case 21. The skilled person will appreciatethat the composite fan case 21 and metallic insert 100 are likely tohave different coefficients of thermal expansion, and therefore toexpand or contract to different extents at different stages of use.

In the embodiment being described, the adhesive layer is providedbetween a base portion 100 a of the insert 100 adjacent the fan case 21and the fan case 21. In the embodiment being described, the base portion100 a of the insert 100 is at least substantially cylindrical.

In the embodiment being described, the insert 100 comprises a firstmetallic hook 102 located in a rearward edge region, and moreparticularly at a rearward edge, of the insert 100. In alternativeembodiments, as discussed below, the base portion 100 a may extendrearward of the metallic hook 102. The first metallic hook 102 comprisesan inwardly-directed wall or fence 102 a with a rearwardly-directedinner lip 102 b. The metallic hook 102 is therefore acircular/cylindrical hook extending inwardly from the innercircumference of the fan case 21.

In the embodiment being described, the fence 102 a extends radiallyinward from an inner circumference of the fan case 21.

In the embodiment being described, the lip 102 b extends axiallyrearward from an inner edge region of the fence 102 a. In alternativeembodiments, the fence 102 a may extend further inward beyond the lip102 b (for example to provide or protect an attachment region for a trapdoor or panel as discussed below).

The skilled person will appreciate that the angles between the baseportion 100 a/the fan case 21 and the wall/fence 102 a, and/or betweenthe wall/fence 102 a and the lip 102 b may not be 90° in someembodiments—the fence 102 a may therefore not be radial and the lip 102b may not be axial.

The first metallic hook 102 is located near, but forward of, the fanblades 23. The first metallic hook 102 is arranged to arrest forwardmotion of a released blade or blade part.

In the embodiment being described, the insert 100 comprises a secondmetallic hook 104 located in a forward edge region, and moreparticularly at a forward edge, of the insert 100. In alternativeembodiments, the base portion 100 a may extend forward of the secondmetallic hook 104. The second metallic hook 104 comprises aninwardly-directed wall with a rearwardly-directed inner lip 104 b. Thesecond metallic hook 104 is therefore a circular hook extending inwardlyfrom the inner circumference of the fan case 21. The skilled person willappreciate that the angles between the base portion 100 a and the wall104 a and between the wall 104 a and the lip 104 b may not be 90° insome embodiments.

The second metallic hook 104 is further forward of the fan blades 23than the first metallic hook 102, and may be referred to as a fore hook104. The first metallic hook 102 may therefore be referred to as an afthook. In the embodiments being described, the second metallic hook 102is arranged to arrest forward motion of a trailing blade or blade part,or of peeled metalwork from a composite blade, in the embodiment beingdescribed. The skilled person will appreciate that the expectedlocations of impacts for different kinds of blade off events may varyfor different engine designs and that the roles of the first and secondhooks 102, 104 may therefore differ in other embodiments.

In the embodiment being described, the second metallic hook 104 is levelwith a forward edge of the fan case 21. In alternative embodiments, thesecond metallic hook 104 may be behind or in front of the forward edgeof the fan case 21.

In the embodiment being described, each hook 102, 104 has a thickness ofaround 3 mm to 10 mm. The skilled person will appreciate that hookstrength should be sufficient to arrest forward motion of blades/bladeparts, and that the minimum thickness selected may vary betweenembodiments depending on material of the insert, rotor speed, bladedesign and the likes. Hook thickness may therefore be selected as afunction of the blade threat, considering likely blade energy and thestrength/thickness of the blade.

In the embodiment being described, the base portion 100 a of the insert100 is narrower than the hooks 102, 104, with a thickness of around 0.5mm to 1.5 mm. The skilled person will appreciate that the base portionthickness may be sized to resist the moment applied on the hook 102, 104through interaction with the blade 23, and may therefore also be afunction of blade energy and/or the strength/thickness of the blade. Insome embodiments, the thickness may be beyond that required for hooksupport to supplement the containment capability of the fan case 21, andoptionally protect the composite material.

In the embodiment being described, the fan track liner 200 (describedbelow) has a depth of around 40-50 mm, and the aft hook 102 extends suchthat its inner end is at least substantially level with an inner surfaceof the fan track liner 200, so extending around 40-50 mm inwards fromthe base portion of the insert 100—i.e. the gap between the base portion100 a and the lip 102 b of the hook 102 is around 40-50 mm. In theembodiment being described, the fan track liner 200 is arranged to bendupward when struck, such that its forward edge rises around 10 mm above(in the orientation shown) the lip 102 b of the hook 102. In thisembodiment, a blade tip has a width of between 4 mm and 8 mm, and morespecifically around 6 mm, so the 10 mm gap is sufficient to receive theblade tip. In other embodiments, the blades 23 may be wider or narrowerand hook spacing may be adjusted accordingly.

In the embodiment being described, the front panel 400 (described below)has a depth of around 40-50 mm, similar to that of the fan track liner200, but is angled downwards/inwards from back to front. The fore hook104 therefore extends such that its inner end is at least substantiallylevel with an inner surface of the front panel 400, so extending furtherthan the aft hook 102. In the embodiment being described, the fore hook104 extends around 45-55 mm inwards from the base portion of the insert100—i.e. the gap between the base portion 100 a and the lip 102 b, 104 bof the hook 102, 104 is around 45-55 mm. In the embodiment beingdescribed, the front panel 400 is arranged to bend upward when struck,such that its forward edge rises around 10 mm above (in the orientationshown) the lip 104 b of the hook 104. In this embodiment, a blade tiphas a width of between 4 mm and 8 mm, and more specifically around 6 mm,so the 10 mm gap is sufficient to receive the blade tip. In otherembodiments, the blades 23 may be wider or narrower and hook spacing maybe adjusted accordingly.

In the embodiment being described, each lip 102 b, 104 b extendsrearwardly from the fence/wall 102 a, 104 a by between 3 mm and 10 mm,and more specifically by around 5 mm.

In the embodiment being described, in a fan blade-off event the bladetip of a released blade 23 is arranged to curl under the hook 102, 104as the blade begins to move forward, so arresting the forward motion.The rotor may then draw the released blade 23 backwards—the skilledperson will appreciate that rear escape of blade debris may beacceptable, and may be much less likely to cause damage to the aircraftthan forward escape.

In the embodiment being described, each hook 102, 104 is provided with acorresponding trap door 200, 400. In alternative embodiments, only oneof the two hooks 102, 104 may be provided with a trap door, or no trapdoors may be present. Each trap door 200, 400 comprises a panel 200, 400of which at least a part is arranged to move outward/towards the fancase 21 if struck with a detached blade/blade debris.

In the embodiment being described, the first trap door 200 is locatedrearward of the first hook 102 and arranged such that a blade 23 orblade part impacting the trap door 200 pushes the trap door outwardstowards the fan case 21 (upwards in the orientation shown in thefigures), so facilitating capture of the blade or blade part by thefirst hook 102.

In the embodiment being described, the first trap door 200 extendsrearwardly from the first hook 102.

In the embodiment being described, the first trap door 200 extendsrearwardly from the rear end region of the insert 100.

In the embodiment being described, a rearward portion of the first trapdoor 200 is connected to the fan case 21. The first trap door 200 isarranged to bend or break when struck such that a front portion thereofcan move towards the fan case 21, providing access to the hook 102. Inthe embodiment being described, the rear connection is arranged to breakif a force above a set threshold is applied to the trap door panel 200,so allowing the whole panel 200 to move towards the fan case 21.

In the embodiment being described, the first trap door 200 narrows alongits length from front to back such that there is a gap between itsforward portion and the fan case 21, so facilitating outwardmovement/bending of the trap door panel 200. In alternative oradditional embodiments, a hinged, or pivotal, connection may be providedto allow the upward movement without, or with reduced, bending of thepanel 200 or damage to the rear connection.

In the embodiment being described, the panel 200 of the first trap dooris arranged to lie between the blade tips and the fan case 21 in normaloperation. The first trap door 200 lies along a first portion 21 a ofthe fan case 21 adjacent the blade tips. The panel 200 of the first trapdoor may be referred to as a fan case liner. In the embodiment beingdescribed, a surface of the fan case liner 200 is selected to beabradable so as to accommodate tip rub—i.e. if the tip of a blade rubsagainst the fan case (or fan track) liner 200 in operation (e.g. due todifferential expansion), the affected part of the liner 200 is rubbedaway without damaging the blade tip.

In the embodiment being described, a forward portion of the first trapdoor 200 is connected to the metallic insert 100. In alternativeembodiments, the forward portion of the first trap door 200 may beconnected to a portion of the fan case 21 adjacent the metallic insert100. In alternative embodiments, the forward portion of the first trapdoor 200 may not be connected to anything—the first trap door 200 may berear-mounted in a cantilever-type arrangement.

In the embodiment being described, the forward portion of the first trapdoor 200 is connected to the first hook 102. In alternative embodiments,the forward portion of the first trap door 200 may be connected to aportion of the insert 100 adjacent and rearward of the first hook 102.

In the embodiment being described, the forward connection is designed tofail when the trap door 200 is struck by a blade or blade part so thatthe trap door panel 200 can move outward/towards the fan case 21 andallow the failed blade to engage the hook 102. The connection maytherefore be described as a frangible connection. In the embodimentbeing described, the frangible connection is provided by a frangiblebolt 212 passing through the first hook 102 and through a connectionregion 210 of the trap door 200. The strength of the frangible bolt 212is selected according to the minimum impact force for which the trapdoor 200 is designed to open.

In the embodiment being described, the first trap door 200/fan trackliner 200 is arranged to be bolted to the fan case 21 for ease ofremoval and replacement.

In the embodiment being described, the second trap door 400 is locatedrearward of the second hook 104 (forward of the first hook 102) andarranged such that a blade 23 or blade part impacting the second trapdoor 400 pushes the trap door outwards towards the fan case 21 (upwardsin the orientation shown in the figures), so facilitating capture of theblade or blade part by the second hook 104.

In the embodiment being described, the second trap door 400 extendsrearwardly from the front end region of the insert 100 to the back endregion of the insert, between the first and second hooks 102, 104. Thesecond trap door 400 lies along a second portion 21 b of the fan case21, forward of the blade tips.

In the embodiment being described, a rearward portion of the second trapdoor 400 is connected to the insert 100. The second trap door 400 isarranged to bend or break when struck such that a front portion thereofcan move towards the fan case 21, providing access to the hook 104. Inthe embodiment being described, the rear connection is arranged to breakif a force above a set threshold is applied to the trap door panel 400,so allowing the whole panel 400 to move towards the fan case 21. Thepanel 400 may be sized and shaped to be retained by the hooks 102, 104even if the front and rear connections both break.

In the embodiment being described, the second trap door 400 curves, oris angled, downward/inward along its length from back to front such thatthere is a larger gap 450 between its forward portion and the fan case21/base of the insert 100 than between its rear portion and the fan case21/base of the insert 100, so allowing the upward movement of the trapdoor panel 400. In alternative or additional embodiments, the height ofthe second trap door 400 may reduce towards the front to provide orincrease the gap 450, and/or the gap 450 may be replaced by acompressible region of the trap door 400, insert 100, or fan case 21.

In alternative or additional embodiments, a hinged, or pivotal,connection may be provided to allow the upward movement without, or withreduced, bending of the panel 400 or damage to the rear connection.

In the embodiment being described, the rearward portion of the secondtrap door 400 is connected to the first hook 102, and more specificallyto a forward-directed lip of the first hook 102. The first hook 102 issubstantially T-shaped in cross-section in the embodiment beingdescribed. In the embodiment being described, the forward-directed lipof the first hook 102 is thinner than the rearward-directed lip 102 b.The skilled person will appreciate that less strength may be needed toretain the second trap door 400 than to retain a released blade 23,allowing for a weaker lip, and that a thinner lip may reduce weight.

In the embodiment being described, the panel 400 of the second trap dooris arranged to extend along a front region of the fan case 21, in frontof the blades and in front of the panel 200 of the first trap door. Thepanel 400 of the second trap door is a front acoustic panel (FAP) in theembodiment being described. FAP material and structure may be selectedto absorb engine noise. The FAP 400 may be thought of as providing aforward part of a fan track liner 200, 400.

In the embodiments described in detail herein, the front panel is a FAP.The skilled person will appreciate that, in alternative embodiments, thefront panel 400 may not have useful acoustic properties, such as noiseattenuation, and may therefore not be classed as a FAP, but mayotherwise be arranged in the same manner as disclosed herein.

In the embodiment being described, a forward portion of the second trapdoor 400 is connected to the metallic insert 100. In the embodimentbeing described, the forward portion of the second trap door 400 isconnected to the second hook 104. In the embodiment being described, thesecond hook 104 is substantially L-shaped in cross-section.

In alternative embodiments, the forward portion of the second trap door400 may be connected to a portion of the insert 100 adjacent andrearward of the second hook 104.

In the embodiment being described, the connection is designed to failwhen the trap door 400 is struck by a blade or blade part so that thetrap door panel 400 can move outward/towards the fan case 21 and allowthe failed blade to engage the hook 104. The connection may therefore bedescribed as a frangible connection. In the embodiment being described,the frangible connection is provided by a frangible bolt 412 passingthrough the second hook 104 and through a connection region 410 (e.g. anattachment flange 410) of the trap door 400. The strength of thefrangible bolt 412 is selected according to the minimum impact force forwhich the trap door 400 is designed to open.

In the embodiment being described, the first trap door 200 is around150% of the length of the second trap door 400. The skilled person willappreciate that absolute trap door size is likely to depend upon theengine size and fan case 21 size and shape, and for example the bladerunning position as the fan track liner trap door 200 is arranged to actas an abradable surface for tip clearance control in the embodimentsbeing described.

Relative trap door size may also be a function of engine and fan casesize and shape, and may be constrained by the position of the hooks 102,104 and other factors such as the blade running position. In theembodiment being described, the FAP trapdoor 400 is constrained inlength to fit between the two hooks 102, 104.

In the embodiment shown in FIG. 4, the fan case 21 comprises a frontflange 21 c extending outwardly around the circumference of the fancase's front edge. In alternative embodiments, such as that shown inFIG. 5, the fan case 21 may not have a front flange 21 c and a frontflange 106 may instead be provided by the metallic insert 100.

In the embodiment shown in FIG. 5, the fan case 21 is shorter than thatshown in FIG. 4 and the metallic insert 100 is the same length as thatshown in FIG. 4. The metallic insert 100 of the embodiment shown in FIG.5 effectively provides an extension to the fan case 21.

In the embodiment shown in FIG. 5, a wall 106 extends outwardly, and inparticular radially outwardly, from the front edge region of themetallic insert 100 so as to provide the front flange 106. In theembodiment being described, the front flange 106 is coplanar with thewall 104 a of the second hook 104, and the second hook 104 is forward ofa forward edge of the fan case 21. In alternative embodiments, the wall106 may be offset from the second hook 104. In alternative or additionalembodiments, the wall 106 may be curved instead of straight.

In alternative embodiments, an insert 100 with a front flange 106 may beused with a fan case 21 with a front flange 21 c. In such embodiments,the front flanges 106, 21 c may be arranged to make contact such that(i) the metallic front flange 106 protects and reinforces the compositefront flange 21 c, and/or (ii) the alignment of the flanges assists ininserting the insert 100 into the fan case 21 at the correct angleand/or to the correct depth.

In the embodiments shown in FIGS. 4 to 6, the first and second hooks102, 104 are long enough to accommodate the width of the front acousticpanel 400 between the lips 102 b, 104 b of the hooks and the base 100 aof the insert 100/the fan case 21. In the embodiments shown in FIGS. 4to 6, the second hook 104 is longer than the first hook 102 toaccommodate the inward angle or curve of the front acoustic panel (FAP)400. In these embodiments, a lower/inner region of the FAP 400 isconnected to each hook at a lower/inner region thereof such that the FAP400 lies at least substantially within the insert 100.

In the embodiment shown in FIG. 7, the FAP 29 is not arranged as a trapdoor 400. The FAP 29 is connected below the second hook 104 in its frontregion and between the first hook 102 and the base/fan case 21 in itsrear region. The second hook 104 is shorter than the first hook 102 inthis embodiment, as the first hook 102 has to be long enough toaccommodate the depth of the FAP 29, whereas the second hook 104 doesnot. In the embodiment shown in FIG. 7, the FAP 29 is arranged to bebroken or penetrated by blade debris, so as to allow access to thesecond hook 104.

The FAP 29 is again angled downwards from rear to front in theembodiment shown in FIG. 7. The skilled person will appreciate that thisangle of the FAP 29, as for that of FAP trap doors 400 of otherembodiments, may be set by aerodynamic considerations for the intake,for example a desire to slow the airflow into the engine 10. For the FAP29, 400, aerodynamic considerations the FAP surface profile may beselected to fit a determined three dimensional (3D) aerodynamic surface.In embodiments in which the FAP 29, 400 is shorter, or in which thedetermined aerodynamic surface is at least substantially parallel to theaxis in the region of the FAP 29, 400, the FAP 29, 400 may not be angled(see e.g. FIG. 20 for an example of a FAP 1400 which is not inwardlyangled).

For embodiments including a fore hook 104, hook height maycorrespondingly be adjusted to fit the 3D aerodynamic surface. Theskilled person will appreciate that varying the axial position of thehook 104 around the circumference of the fan case 21 may also be used tofit the 3D aerodynamic surface.

In the embodiment shown in FIG. 7, the FAP 29 is designed to give way(being locally penetrated or breaking) when struck with sufficient forceby a released blade or blade part so as to allow the second hook 104 toengage the blade or blade part. The second/front hook 104 is between theFAP 29 and the fan case 21 in the embodiments being described, and maybe hidden behind the FAP 29 in normal operation (with the wall 104 aoptionally visible in a front view).

The skilled person will appreciate that the FAP 29 (or FAP trap door400) may be deliberately weakened, as discussed below, to reduce theforce required for the FAP trap door 400 to move or break, or for theFAP 29 to break, so allowing or facilitating engagement of the secondhook 104.

In the embodiment shown in FIG. 7, the first trap door 200 is thereforethe only trap door of the insert 100.

The embodiment shown in FIGS. 8A and 8B is similar to that shown inFIGS. 4 and 6, but the metallic insert 100 additionally comprises aprotection portion 110. The protection portion 110 is an extension ofthe base portion 100 a of the insert 100, extending rearward from theaft hook 102. In embodiments with only a fore hook 104, the protectionportion 110 would extend rearward from the fore hook 104.

The protection portion 110 of the embodiment shown in FIGS. 8A and 8Blies between the fan track liner 200 and the fan case 21, protecting thefan case 21 from any impacts in that region should the fan track liner200 be moved or broken. In the embodiment shown, the protection portion110 is thicker than the rest of the base portion 100 a near the aft hook102, and tapers to an end. In alternative embodiments, the protectionportion 110 may be the same thickness as, or thinner than, the rest ofthe base portion 100 a, and/or may not have a tapered end. The skilledperson will appreciate that the region 21 a of the fan case 21 adjacentthe blade tips 23 may be most likely to receive the most forcefulimpacts in blade-off events, and that the insert 100 may be replacedwhen damaged without needing to replace the fan case 21 if the fan case21 has not been damaged.

In the embodiment shown in FIGS. 9A and 9B, the metallic insert 100comprises only a single hook 102. The single hook 102 corresponds to theaft hook 102 of the embodiments with two hooks described above, and islocated adjacent and forward of the blade tips.

The front acoustic panel (FAP) 29 is not a trap door in the embodimentshown in FIG. 9A. The FAP 29 is mounted on the fan case 21 in itsforward region and to the metallic insert 100 in its rearward region.The FAP 29 decreases in height from front to rear to provide an angledsurface in the embodiment shown; in alternative or additionalembodiments, the FAP 29 may be angled with respect to the fan case 21and may have a constant height.

In the embodiment shown in FIG. 9A, the fan track liner 200 is arrangedas a trap door. The fan track liner 200 is mounted on the fan case 21 inits rearward region and to the metallic insert 100, and in particular tothe hook 102, in its forward region. The mounting to the hook 102 isfrangible to facilitate movement of the trap door 200 when struck. Inthe embodiment being described, the trap door 200 reduces in height fromrear to forward regions such that there is space 200 a between theforward region and the fan case 21 to allow space for movement of thetrap door 200 when struck. In alternative embodiments, the fan trackliner 25 may not be a trap door.

As illustrated in FIGS. 8B and 9B, the metallic insert 100 is providedas a single component in the embodiments being described. In alternativeembodiments, the insert 100 may be provided as multiple portions orsegments, which may be conjoined. The skilled person will appreciatethat, in embodiments with a segmented insert 100, features for loadtransfer may be incorporated to distribute load on the insert 100. Forexample, the segments may overlap.

In the embodiment shown in FIG. 10, the metallic insert 100 comprisesonly a single hook 104. The single hook 104 corresponds to the fore hook104 of the embodiments with two hooks described above, and is locatedspaced from and forward of the blade tips, and at or near a front edgeof the fan case 21.

In the embodiment shown in FIG. 10, the front acoustic panel (FAP) 400is arranged as a trap door. The FAP 400 is mounted on the metallicinsert 100 in its forward and rearward regions in the embodiment shown;in alternative embodiments, the FAP 400 may be mounted on the fan case21 in its rearward region. The FAP 400 is angled from front to rear toprovide an angled surface, and to provide a space between the FAP 400and the fan case 21 in its forward region, to facilitate upward/outwardmovement of the FAP 400 when struck. The mounting to the hook 104 isfrangible in this embodiment to facilitate movement of the trap door 400when struck. In alternative embodiments, the FAP 29 may not be a trapdoor.

In the embodiment shown in FIG. 10, the fan track liner 25 is not a trapdoor. The fan track liner 25 is mounted on the fan case 21. In theembodiment being described, the fan track liner 25 has a constant heightfrom rear to forward region and there is no space between the forwardregion and the fan case 21.

In the embodiment shown in FIG. 11, the insert 100 has two hooks 102,104 but no trap doors. The FAP 29 and fan track liner 25 are notarranged to act as trap doors; instead, a blade 23 or blade partstriking either must penetrate or break the FAP 29 or fan track liner 25to engage the hook 102, 104. As there is no gap between the fan trackliner 25 or FAP 29 and the fan case 21, compression of the material mayalso be required to allow the hook 102, 104 to be engaged. The skilledperson will appreciate that the FAP 29 and fan track liner 25 mayaccordingly be designed to have a lower strength/to be softer than inembodiments in which they are arranged as trap doors 200, 400.

FIGS. 12A and 12B illustrate the interaction of a failed blade 23 with ablade containment system 150 of the embodiment shown in FIGS. 4 and 6.The skilled person will appreciate that equivalent principles wouldapply to other embodiments.

The blade 23 moves in the direction indicated roughly by arrow A in FIG.12A on detachment from the fan hub.

As shown in FIG. 12B, the tip of the fan blade 23 hits the trap door200, damaging the fan track liner/trap door panel 200 such that itbreaks or bends into the space 200 a in its front region. The releasedblade tip is captured by the hook 102 as the blade bends against theliner surface 200.

The skilled person will appreciate that, in embodiments without trapdoors (or at least without the aft trap door 200 for an impact asshown), the blade 23 may instead be arranged to penetrate the liner 25(or acoustic panel 29 for impacts further forward in the fan case 21) soas to engage the hook 102 (or hook 104 for impacts further forward inthe fan case 21).

Front panel trap doors 400 are now discussed in more detail. The skilledperson will appreciate that, although front panel trap doors 400 areprimarily discussed herein in relation to a metallic inset 100 on acomposite fan case 21, in alternative embodiments no insert 100 may beused (the trap door 400 may be mounted directly onto the fan case 21 andthe debris retainer(s) 102, 104 may be provided by a part of the fancase 21), and/or the fan case may be a metallic fan case 21 or acomposite-metal hybrid fan case 21. The skilled person will appreciatethat, although front panel trap doors 400 are primarily discussed hereinin relation to front acoustic panel (FAP) trap doors, in alternativeembodiments the panel may not be an acoustic panel.

The skilled person will appreciate that there is generally less designfreedom for fan track liner trap doors 200 than for front panel trapdoors 400 as a surface of the fan track liner 200 adjacent the bladetips 23 is generally arranged to be abradable to accommodate tip rub.

The FAP trap doors 400 of the embodiments being described are arrangedto move (e.g. bend or pivot) and/or break (e.g. shear, crack or split)when stuck by debris such as a blade or blade part 23 so as to allow orfacilitate debris engaging a debris retainer such as the fore hook 104or fence 104 a. The trap door FAP 400 may in particular allow orfacilitate the capture of trailing blade debris, particularly leadingedge metalwork.

In the embodiments being described, the FAP 400 comprises a honeycombcore 402 sandwiched between two facing sheets 404, 406. A first facingsheet 404, referred to as a face sheet 404, is arranged to form an innersurface of the FAP 400 and to be exposed to released blades or bladeparts 23. The face sheet 404 is visible in use in the embodiments beingdescribed. A second facing sheet 406, referred to as a backing sheet406, is arranged to form an outer surface of the FAP 400 and to face thefan case 21. The backing sheet 406 is not visible in use in theembodiments being described. In the embodiments being described, themechanism(s) by which the trap door 400 may operate may exploit thepotential failure modes of honeycomb sandwich panels 400.

In the embodiments being described, the honeycomb core 402 is made of analuminium honeycomb or a Nomex® Aramid honeycomb. The skilled personwill appreciate that the core material may be selected based on itsnoise attenuating properties, when the panel 400 is a FAP 400, and thatany suitable material known in the art may be used in other embodiments.

In the embodiments being described, the facing sheets 404, 406 are madeof a composite material and may be described as composite facing sheets404, 406. For example, the backing sheet 406 may be made from aglass-reinforced polymer or carbon-fibre reinforced polymer and the facesheet 404 may be made from a glass-reinforced polymer or glass-fibrereinforced polymer.

In the embodiments being described, both facing sheets 404, 406 areperforated for noise attenuation. In alternative embodiments, only oneof the facing sheets 404, 406 (e.g. face sheet 404) may be perforated,or neither sheet may be perforated. In the embodiments being described,the FAP 400 is arranged to move or break under fan blade-off event (FBO)debris load, but not to fail for other load requirements (e.g. iceimpact, maintenance crew step, etc.). The FAP 400 of the embodimentsbeing described is arranged to move or break when load on the frontacoustic panel 400 meets or exceeds a set threshold. The threshold isset based on knowledge of fan blade-off (FBO) event debris loads in theembodiments being described. Knowledge of likely impact angles may alsobe used.

In the embodiments described below, the FAP 400 is arranged to move orbreak according to one or more of the following mechanisms:

-   -   failure of the backing sheet 406 at a specific load threshold        selected to allow the FAP 400 to fail under the FBO debris load        but not fail for other loads;    -   failure of the face sheet 404 at a specific load threshold        selected to allow the FAP 400 to fail under the FBO debris load        but not fail for other loads;    -   failure of the honeycomb core 402 at a specific load threshold        selected to allow the FAP 400 to fail under the FBO debris load        but not fail for other loads;    -   penetration of the face sheet 404 by the debris, which may        comprise local penetration of the FAP 400 without the whole FAP        structurally failing under the FBO debris load;    -   failure of one or more retainers 412, 410 of the FAP 400 at or        near a forward edge of the FAP 400 (furthermost end of the FAP        400 from the fan blades 23), allowing the FAP 400 to move to an        open position under debris impact and expose the hook 104; and    -   mounting the FAP 400 at or near a rearward edge of the FAP        (closest end of the FAP 400 to the fan blades 23) such that the        FAP 400 can bend or pivot outward at its forward edge (e.g. in a        cantilever arrangement) under the FBO debris load.

The skilled person will appreciate that each mechanism type listed abovemay have a set activation threshold; i.e. a minimum load at which themechanism occurs. The threshold may be the same for each mechanism, ormay vary between mechanisms. For example, a relatively low-load impact,such as for a part-blade 23 at a relatively low speed, may cause acantilevered FAP 400 to bend without penetrating the FAP 400, whereas ahigher-load impact may additionally penetrate the FAP 400, so allowingsome of the energy of the impact to be absorbed before engagement of thehook 104.

The skilled person will appreciate that any FAP 400 may fail if struckwith a sufficient force, but that providing one or more weaknessesallows the mechanism of the failure to be controlled, and allows the FAP400 to fail in a controlled manner for lower impact forces.

Various embodiments are described below, with reference to FIGS. 13 to19.

In the embodiments being described, the debris retainer 104 arranged toengage debris striking the FAP trap door 400 is a fore hook 104 asdescribed above. In alternative embodiments, the debris retainer may bedifferent, for example comprising a fence 104 a with no hook (e.g. awall extending at least substantially inward from the fan case 21).

FIG. 13 shows a FAP trap door 400 in situ within a fan case 21.

The FAP trap door 400 of FIG. 14 comprises a backing sheet 406 arrangedto fail in tension at a specific load threshold that allows the FAP tofail under the FBO debris load. Arrow A illustrates a possible impactforce from debris striking the FAP 400.

In the embodiment being described the backing sheet 406 comprises aplurality of holes 407. The holes 407 are arranged to weaken the backingsheet 406 so that it fails at the specific load threshold chosen.

In the embodiment being described, the holes 407 are between 2 mm and 10mm in diameter, and more specifically around 3 mm in diameter.

In the embodiment being described, the holes 407 are at leastsubstantially circular. In alternative or additional embodiments, theholes 407 may be differently shaped, for example being elongate, and/orcomprising one or more sharp angles which may facilitate crackpropagation through the backing sheet 406.

In the embodiment being described, the holes 407 are arranged in acircumferential line. In alternative or additional embodiments, theholes 407 may be arranged in multiple circumferential lines at differentaxial positions, may be arranged in axial lines, may be randomlyscattered, and/or may be differently arranged.

In the embodiment being described, a spacing between adjacent holes 407is at least substantially equal to hole diameter. In alternative oradditional embodiments, hole spacing and/or hole size may vary betweenholes, and/or a ratio between hole spacing and hole size may differ.

The holes 407 may be punched or drilled into the backing sheet 406.

The backing sheet 406 of the embodiment being described has a thickness,T, and a span, L.

In alternative or additional embodiments, the thickness (T) of thebacking sheet 406 may be selected such that the backing sheet 406 willfail when struck with a force equal to or greater than a set threshold.The skilled person will appreciate that the span (L) may also have aneffect on the force of impact necessary to break the FAP 400, and that aratio of T/L may therefore be controlled accordingly to match thethreshold.

In some embodiments, the backing sheet 406 may be tapered along theunsupported span, L, of the FAP 400, for example being thinnest in itsmiddle region. The backing sheet 406 may for example have a width ofaround 3 mm in its edge regions, narrowing to around 0.25 mm in itsmiddle region,

The FAP trap door 400 of FIG. 15 comprises a face sheet 404 arranged tofail in compression at a specific load threshold that allows the FAP tofail under the FBO debris load. Arrow A illustrates a possible impactforce from debris striking the FAP 400.

In the embodiment being described the face sheet 404 comprises aplurality of holes 409. The holes 409 are arranged to weaken the facesheet 404 so that it fails at the specific load threshold chosen.

In the embodiment being described, the holes 409 are between 2 mm and 10mm in diameter, and more specifically around 3 mm in diameter. The holes409 may be as for the holes in the backing sheet 406.

In the embodiment being described, the holes 409 are at leastsubstantially circular. In alternative or additional embodiments, theholes 409 may be differently shaped, for example being elongate, and/orcomprising one or more sharp angles which may facilitate crackpropagation through the face sheet 404.

In the embodiment being described, the holes 409 are arranged in acircumferential line. In alternative or additional embodiments, theholes 409 may be arranged in multiple circumferential lines at differentaxial positions, may be arranged in axial lines, may be randomlyscattered, and/or may be differently arranged.

In the embodiment being described, a spacing between adjacent holes 409is at least substantially equal to hole diameter. In alternative oradditional embodiments, hole spacing and/or hole size may vary betweenholes, and/or a ratio between hole spacing and hole size may differ.

The holes 409 may be punched or drilled into the face sheet 404.

In embodiments with holes 407, 409 in both the face sheet 404 and thebacking sheet 406, the holes 407, 409 and/or lines of holes may bealigned so as to provide one or more lines or points of weakness.

In embodiments with perforated facing sheets 404, 406, the holes 407,409 may be distinguished from the perforations by size, being largerthan the perforations. For example, in the embodiments being describedthe perforations may have a size of 1-2 mm whereas the holes 407, 409may have a size of 2-10 mm. The skilled person will appreciate that theholes 407, 409, like the perforations, may contribute to the noiseattenuating properties of the panel 400.

In the embodiment being described, the face sheet 404 additionallycomprises a wrinkle 403. In the embodiment being described the wrinkle403 comprises a fold in the face sheet 404, directed outward/toward thefan case 21.

In the embodiment being described, the wrinkle 403 extends into the FAP400 to a depth of approximately one third of the FAP depth. In variousembodiments, the wrinkle 403 may extend into the FAP 400 to a depth ofbetween approximately one tenth and one half of the FAP depth, forexample of approximately one quarter of the FAP depth.

In the embodiment being described, the wrinkle 403 extendscircumferentially across the surface of the FAP 400. In the embodimentbeing described the wrinkle 403 extends around the circumference formedby the face sheet 404 so as to form a circle. In alternativeembodiments, the wrinkle 403 may have a less regular shape, or may forma spiral or the likes.

The wrinkle 403 is arranged to weaken the face sheet 404 so that itfails at the specific load threshold chosen.

In alternative or additional embodiments, multiple wrinkles 403 may bepresent, and/or the orientation of the wrinkle(s) 403 may differ.

In alternative embodiments, the face sheet 404 may comprise one or moreholes 409 but no wrinkles 403, or one or more wrinkles 403 but no holes409.

The face sheet 404 of the embodiment being described has a thickness, T,and a span, L. The thickness and span may be different from that of thebacking sheet 406.

In alternative or additional embodiments, the thickness (T) of the facesheet 404 may be selected such that the face sheet 404 will fail whenstruck with a force equal to or greater than a set threshold. Theskilled person will appreciate that, as for the backing sheet 406, thespan (L) may also have an effect on the force of impact necessary tobreak the FAP 400, and that a ratio of T/L may therefore be controlledaccordingly to match the threshold.

In the embodiment shown in FIG. 16, the core 402 comprises a gap 401therethrough. The gap 401 in the honeycomb core of the FAP 400 is sizedand positioned to trigger failure at the set threshold load, and inparticular to trigger shear of the panel 400. The gap 401 has a width ofbetween 5 mm and 20 mm, and more specifically of around 12 mm, in theembodiment being described. The gap 401 is positioned around two thirdsof the way along the panel 44, front to back, in the embodiment beingdescribed. In various embodiments, the gap 401 may be positioned betweenone quarter and three quarters of the way along the panel 400, front toback.

In the embodiment being described, the honeycomb core 402 comprises aplurality of discrete honeycomb blocks and the gap 401 is a gap betweenblocks. In the embodiment being described, each block has a width ofround 12 mm and the gap 401 is formed by omitting one block. Inalternative embodiments, the honeycomb core 402 may be made from asingle block and a hole may be made therethrough to create the gap 401.The skilled person will appreciate that the use of multiple blocks insome embodiments may facilitate manufacture.

In the embodiment shown in FIG. 16, neither of the facing sheets 404,406 are weakened as for the embodiments shown in FIGS. 14 and 15. Theskilled person will appreciate that, in alternative or additionalembodiments, one or both of the facing sheets 404, 406 may be weakenedas well as the core 402. In such embodiments, the points or lines ofweakness in the facing sheet(s) 404, 406 and core 402 may be aligned tofacilitate failure of the FAP 400 when an impact meets the loadthreshold.

In the embodiment shown in FIG. 17, the FAP 400 is arranged to allowdebris to penetrate the FAP 400 locally, i.e. in a region in which itstrikes the FAP. The FAP 400 as a whole may therefore not move or failfor some FBO impacts and may remain structurally sound. In theembodiment shown in FIG. 17, a gap 450 is provided between the FAP 400and the fan case 21 to facilitate outward movement of a damaged regionof the FAP 400.

In the embodiment being described, a plurality of holes 405 is providedin the face sheet 404. The holes 405 are sized and/or spaced to reducethe local shear resistance capability to a suitable level. The holes 405may be punched or drilled into the FAP face sheet 404. The holes 409provided to weaken the face sheet 404 may also facilitate shear—theholes 405, 409 may therefore be the same holes with a dual purpose insome embodiments, depending on core shear properties.

In the embodiment being described, the face sheet 404 comprises twoseparate portions, separated by a circumferential gap 411; there is agap 411 where the two portions meet. This may be described as the facesheet 404 comprising a gapped butt joint 411. The skilled person willappreciate that this gapped joint 411 may allow any debris impacting orpassing over this region to more easily shear into the panel 400.

In the embodiment shown in FIG. 17, the FAP 400 comprises both a gappedjoint and holes. In alternative embodiments, either may be used withoutthe other. Further, either or both of the features 405, 411 provided forlocal penetration may be used with core 402 and/or facing sheet 404, 406weakening features as described above, and/or with any of the frangibleconnectors or cantilever arrangements discussed below.

In the embodiment shown in FIG. 18A, the FAP 400 is detachably connectedto the fan case 21 at or near its forward edge, and a gap 450 isprovided between a forward region of the FAP 400 and the fan case 21,such that a forward region of the front acoustic panel 400 can movetoward the fan case 21 if struck.

In the embodiment shown in FIG. 18A, the detachable connection isprovided by a frangible connection 410, 412.

In the embodiment being described, the frangible connection is providedby a bolt 412 passing through the fore hook 104 and through a connectionregion 410 of the trap door 400. In the embodiment being described, theconnection region 410 of the trap door 400 comprises an attachmentflange 410. In the embodiment being described, the attachment flange 410extends axially forward from an inner front region of the trap door 400.

In the embodiment being described, the attachment flange 410 extendsaround the circumference. In alternative embodiments, multiple discreteattachment flanges 410 may be provided around the circumference, or onlya single attachment flange 410 may be provided,

In the embodiment being described, bolts 412 are placed at regularintervals. In alternative embodiments, only one bolt 412 may be providedor the bolts 412 may be irregularly spaced.

In the embodiment being described, the bolts 412 are frangible andarranged to fail at the threshold load set for debris interaction on theFAP 400. In the embodiment being described, the bolts 412 are made ofaluminium or a composite material. The strength of the frangible bolt412 is selected according to the minimum impact force for which the trapdoor 400 is designed to move/open. The skilled person will appreciatethat substituting a frangible bolt 412 with a first breaking strengthfor a frangible bolt with a second, different, breaking strength mayallow a different set threshold to be implemented with otherwise thesame components—i.e. for the same FAP 400 (and optionally the sameinsert 100, in embodiments with an insert 100).

In alternative or additional embodiments, the nut 413 arranged to securethe bolt 412 (which may be described as an anchor nut 413) may bearranged to pull through the FAP attachment flange 410 at a prescribedload. In such embodiments, the nut 413 may be selected to have arelatively small perimeter—i.e. only slightly larger than that of theshaft of the bolt 412, to facilitate pull-through of the nut 413. Thedifference in size/overlap of the nut 413 with the attachment flange 410may be selected based on materials used and the desired breakingstrength of the frangible connection.

In the embodiments being described, the FAP attachment flange 410 isarranged to lie above (in the orientation shown in the figures) the lip104 a of the fore hook 104, and the bolt 412 is arranged to extendthrough the lip 104 a and the attachment flange 410. In the embodimentsbeing described, the head of the bolt 412 lies below/seated in acountersunk hole in the lip 104 a and the bolt is above the attachmentflange 410. For the attachment flange 410 to move upward, the nut 413may pull through the attachment flange 410. In alternative embodiments,the head of the bolt 412 may lie above/seated in a countersunk hole inthe attachment flange 410 and the head of the bolt may lie below the lip104 a. In such embodiments, it may instead be the head of the bolt whichpulls through the attachment flange 410. In still further alternativeembodiments, a head or nut 413 of the bolt 412 may additionally oralternatively pull through the lip 104 a—however, the skilled personwill appreciate that weakening the lip 104 a may not be desirable inmany embodiments.

In alternative or additional embodiments, holes 414 through theattachment flange 410 may be provided to weaken the attachment flange410 around the retained nut position (or the bolt head position, asappropriate) to allow it to fail at a prescribed load, as shown in FIG.18B. Size, shape, and/or spacing of the holes 414 may be selected asappropriate. In the embodiment being described, the holes 414 are 2 mmin diameter and spaced 2 mm apart.

In the embodiment being described and shown in FIG. 18B, the hole 410 aprovided for the bolt 412 to pass through the attachment flange 410 isnot rotationally symmetric as the bolt 412 is arranged to be connectedthereto using an anchored nut with a locating rivet (not shown)—the hole410 a is shaped to accommodate the locating rivet as well as the shaftof the bolt 412. In alternative embodiments, no locating rivet may beused.

In alternative or additional embodiments, the attachment flange 410 maybe weakened by locally thinning the attachment flange 410 around theretained nut (or bolt head) position, for example by dropping plies inthe composite laminate when the attachment flange 410 comprises alaminate composite material.

In the embodiment shown in FIG. 19, the front acoustic panel 400 iscantilevered, with its rearward end region mounted on the fan case 21and its forward end region unsupported. A rigid connection such as athrough-bolt 420 is used to secure the rearward end region of the FAP400 to the fan case 21, or more particularly to an insert 100 mounted onthe fan case 21 in the embodiment shown.

In the embodiment being described, the FAP 400 is arranged such that aforward region of the FAP 400 can bend outward, toward the fan case 21,if struck. A gap 450 is provided between the outer surface of the FAP400 and the inner surface of the fan case 21 in the embodiment beingdescribed, to accommodate the movement of the FAP 400.

In alternative embodiments, the front acoustic panel 400 may bepivotally mounted at or near its rearward edge.

In embodiments in which the front acoustic panel 400 is arranged to bendor pivot, the FAP 400 may be segmented such that a struck segment canbend or pivot without affecting the other segments. The segmentation maybe provided by adjacent, optionally overlapping, portions separatedparallel to the axis. The separations may be provided by frangible linessuch as lines of holes in an axial direction along the FAP 400.

In the embodiment shown in FIG. 19, a gap 430 is provided between aforward edge of the front acoustic panel 400 and the debris retainer104. In the embodiment being described, the gap 430 is both radial andaxial, in that the hook 104 extends inwardly beyond the extent of theFAP 400 and is axially spaced therefrom.

The skilled person will appreciate that the gap 430 exposes the debrisretainer 104 to debris traveling forward on or near the surface of thefront acoustic panel 400 when the FAP 400 is in its default position(i.e. without any movement or breaking of the panel 400 being requiredfor the hook 104 to be engaged by the debris).

By contrast, in the embodiments discussed with respect to FIGS. 13 to18, the FAP 400 is connected to the hook 104, blocking access to thefence 104 a. In those embodiments, movement or breaking of the FAP 400is performed for debris to engage the hook 104.

The skilled person will appreciate that such a gap 430 could also beprovided in non-cantilevered embodiments; for example, the forward edgeregion of the FAP 400 could be mounted to a portion of the fan case 21or insert 100 rearward of the hook 104, or to the fence 104 a of thehook rather than the lip 104 b such that at least a portion of the fence104 a and the lip 104 b are exposed, and/or the height of the FAP 400could be selected such that the hook 104 extends inwardly beyond theextent of the FAP 400.

FIG. 20 illustrates an alternative fan blade containment system 1150 inplace around a fan 23. The fan blade containment 1150 system comprisestwo hooks 1102, 1104 arranged as described for the fore and aft hooks102, 104 of the embodiments described above.

In the embodiment shown in FIG. 20, the fan case 21 and the hooks 1102,1104 are all metallic. In the embodiment being described, the hooks1102, 1104 extend from the metallic fan case 21. The hooks 1102, 1104are integral with the fan case 21 in the embodiment shown in FIG. 20.The hooks 1102, 1104 are formed integrally with the fan case 21 in theembodiment being described; in alternative embodiments, one or bothhooks 1102, 1104 may be attached to the fan case 21 (e.g. by welding)instead of being formed integrally therewith.

In the embodiment shown in FIG. 20, each hook 1102, 1104 has acorresponding trap door 1200, 1400 arranged to allow the fan track lineror FAP (respectively) forming the trap door panel 200, 400 to move whenor if struck so as to provide access to the hook 1102, 1104 forengagement of the blade 23 or blade part. The panel 200, 400 may pivot,bend, and/or break to move. The skilled person will appreciate that onlya portion of the panel 200, 400 may move in some embodiments; forexample a forward region thereof.

In alternative embodiments, only one of the hooks 1102, 1104 may have acorresponding trap door 200, 400, or neither hook may have a trap door.

The hooks 1102, 1104 and trap doors 1200, 1400 may have any or all ofthe features described above, except that a part of the fan case 21takes the place of the insert 100. Further, the skilled person willappreciate that the role of a base portion 100 a and/or protectionportion 110 of the insert 100 to support the hooks 102, 104 and/orprotect the fan case 21 from impact may be irrelevant for metallic fancases 21.

The skilled person will appreciate that the debris retainers 1102, 1104may be sized and positioned as a function of the blade threat, not thefan case material. The positions and sizes of the hooks 1102, 1104 ofthe embodiment being described are therefore generally equivalent tothose of the embodiments described above. Any difference may be due to,for example, the relative ease of implementing hooks 1102, 1104 within ametallic casing 21; for example there may be a reduced requirement forfeatures that fix the hooks 1102, 1104 into the casing 21 or “lead in”to the hook to reduce stiffness or strength discontinuities

In the embodiment being described, the hooks 1102, 1104 are machined,for example being formed by machining directly from the casing forging.In some embodiments, one or more ribs or ridges may be provided on themetallic fan case 21 for machining into the desired shape.

In alternative embodiments, hooks 1102, 1104 may be roll formed andsecondary welded within the fan case barrel 21, or any other suitabletechnique known in the art may be used.

In alternative embodiments, a metallic insert 100 as described abovecould be used with a metallic fan case 21. However, the skilled personwill appreciate that forming the hooks 1102, 1104 integrally with themetallic fan case 21, or welding the hooks 1102, 1104 thereto, may bepreferred.

It will be understood that the invention is not limited to theembodiments above-described and various modifications and improvementscan be made without departing from the concepts described herein. Exceptwhere mutually exclusive, any of the features may be employed separatelyor in combination with any other features and the disclosure extends toand includes all combinations and sub-combinations of one or morefeatures described herein.

1. A fan blade containment system arranged to surround a fan comprisinga plurality of fan blades in a gas turbine engine for an aircraft, thefan blade containment system comprising: a composite fan case arrangedto surround the fan; and a metallic insert mounted on the composite fancase and comprising a first metallic hook arranged to prevent forwarddebris release should all or part of a fan blade become detached fromthe fan.
 2. The fan blade containment system of claim 1, wherein themetallic insert is arranged to be mounted on the fan case so as toextend forward of a forward edge of the fan case and to provide a frontflange.
 3. The fan blade containment system of claim 2, wherein the fancase comprises a composite front flange, and wherein the front flange ofthe metallic insert is arranged to lie against and in front of thecomposite front flange.
 4. The fan blade containment system of claim 1,wherein the metallic insert is mounted on the composite fan case bymeans of an adhesive layer arranged to account for differences inCoefficient of Thermal Expansion between the metallic insert and thecomposite fan case.
 5. The fan blade containment system of claim 1,wherein the metallic insert comprises only the one metallic hook.
 6. Thefan blade containment system of claim 1, wherein the metallic insertfurther comprises a second metallic hook, the second metallic hook beinglocated forward of the first metallic hook.
 7. The fan blade containmentsystem of claim 1, wherein the metallic insert is arranged to be mountedon an inner surface of the composite fan case.
 8. The fan bladecontainment system of claim 1, wherein the metallic insert furthercomprises a first trap door having a forward edge and a rearward edge,the first trap door being detachably connected to the metallic insert ator near its forward edge such that a forward region of the first trapdoor can move toward the fan case if struck.
 9. The fan bladecontainment system of claim 8, wherein the first trap door is arrangedto be detachably connected to the first metallic hook at or near theforward edge of the first trap door.
 10. The fan blade containmentsystem of claim 8 wherein the first trap door is arranged to bedetachably connected to the metallic insert by a frangible connector,the frangible connector being arranged to break in response to pressureapplied by a released blade or blade fragment.
 11. The fan bladecontainment system of claim 6, wherein the metallic insert furthercomprises a second trap door located forward of the first metallic hookand having a forward edge and a rearward edge, the second trap doorbeing detachably connected to the metallic insert at or near its forwardedge such that a forward region of the second trap door can move towardthe fan case if struck.
 12. The fan blade containment system of claim11, wherein the second trap door is arranged to be detachably connectedto the second metallic hook at or near the forward edge of the secondtrap door.
 13. The fan blade containment system of claim 11, wherein thesecond trap door is arranged to be detachably connected to the metallicinsert by a frangible connector, the frangible connector being arrangedto break in response to pressure applied by a released blade or bladefragment.
 14. The fan blade containment system of claim 1, wherein themounting of the metallic insert comprises one or more through-casefasteners, the one or more through-case fasteners optionally beinglocated adjacent and forward of the first metallic hook.
 15. The fanblade containment system of claim 1, wherein the metallic insertcomprises a protection portion extending rearwardly from the firstmetallic hook.
 16. A gas turbine engine for an aircraft comprising: afan comprising a plurality of fan blades; and a fan blade containmentsystem according to claim 1 surrounding the fan.
 17. A metallic insertarranged to be mounted on a composite fan case surrounding a fancomprising a plurality of fan blades in a gas turbine engine for anaircraft, the metallic insert comprising: a first metallic hook arrangedto prevent forward debris release should all or part of a fan bladebecome detached from the fan.
 18. The metallic insert of claim 17,further comprising: a second metallic hook arranged to prevent forwarddebris release should all or part of a fan blade become detached fromthe fan, the second metallic hook being located forward of the firstmetallic hook.
 19. The metallic insert of claim 17, further comprising afirst trap door having a forward edge and a rearward edge, the firsttrap door being detachably connected to the metallic insert at or nearits forward edge such that a forward region of the first trap door canmove toward the fan case if struck, and optionally wherein the firsttrap door is arranged to be detachably connected to the metallic hook ator near the forward edge of the first trap door.
 20. The metallic insertof claim 18, further comprising a second trap door located forward ofthe first metallic hook and having a forward edge and a rearward edge,the second trap door being detachably connected to the metallic insertat or near its forward edge such that a forward region of the secondtrap door can move toward the fan case if struck, and optionally whereinthe second trap door is arranged to be detachably connected to thesecond metallic hook at or near the forward edge of the second trapdoor.